Chapter 2 Alternatives Considered
2.1 Introduction The evaluation processes that were used comply with guidelines of the National Environmental Policy Act This chapter describes the alternatives and how they (NEPA); the Washington State Environmental Policy were developed for study in this Final Environmental Act (SEPA); and the Safe, Accountable, Flexible, and Impact Statement (EIS). The 2008 Draft EIS evaluated a Efficient Transportation Equity Act—A Legacy for No Build Alternative and 19 build alternatives within Users (SAFETEA-LU). five segments (Segments A to E) for an approximately The proposed project consists of constructing and 18-mile extension of the Link light rail system, from operating an approximately 18-mile light rail system Downtown Seattle to Redmond across the Interstate 90 known as East Link. This system would connect with (I-90) bridge. Since the 2008 Draft EIS was published, Sound Transit’s Central Link at the International the Sound Transit Board has reviewed public and District/Chinatown Station, and it then would travel agency comments; added five additional alternatives east across Lake Washington via I–90 to Mercer Island, and some design options to existing alternatives, most Downtown Bellevue, and Bel-Red/Overlake, of which were analyzed in the 2010 Supplemental terminating in Downtown Redmond. Exhibit 2-1 Draft EIS (SDEIS); and identified and refined the shows the five project segments and the 24 alternative preferred alternatives for each segment. In response to routes with the proposed stations that are considered the SDEIS, additional design options have been for detailed environmental review in this Final EIS. A included and analyzed in this Final EIS. No Build Alternative is also included to describe how The alternatives described here meet the East Link the transportation system would operate if the Project purpose and need and include alternatives proposed project were not built, thus serving to reviewed as part of the environmental review process compare effects of the build alternatives. as well as those eliminated from consideration.
EXHIBIT 2-1 East Link Project Segments and Alternatives
East Link Project Final EIS 2-1 July 2011 Chapter 2 Alternatives Considered
The remainder of this chapter is organized into the including the south boundary of Surrey Downs following subsections: Park. 2.2 Alternative Development and Public Scoping Segment C, Downtown Bellevue, travels from SE Process 6th Street north to NE 12th Street, encompassing Downtown Bellevue and the area east of I-405 to 2.3 Project Alternatives the former BNSF Railway corridor. 2.4 Overview of Construction Approach Segment D, Bel-Red/Overlake, travels from 2.5 Environmental Commitments Downtown Bellevue (from the former BNSF Railway corridor or NE 12th Street) to the 2.6 Estimated Projects Costs and Funding Overlake Transit Center at the intersection of NE 2.7 Next Steps and Schedule 40th Street and State Route 520 (SR 520). 2.2 Alternative Development and Segment E, Downtown Redmond, travels from the Overlake Transit Center to Downtown Public Scoping Process Redmond, with three potential project terminus locations. As stated in Chapter 1, the East Link Project and the alternatives considered in this document build on the The alternative evaluation process was also informed conclusions of previous planning, studies, and public by an Inter-Agency Team that included the involvement processes dating back to the mid-1960s. Washington State Department of Transportation In particular, the Sound Transit Board made the (WSDOT); U.S. Army Corps of Engineers (USACE); following major decisions after extensive evaluation Federal Transit Administration (FTA); Federal and review with agencies and the public before Highway Administration (FHWA); Cities of Seattle, beginning this EIS process: Mercer Island, Bellevue, and Redmond; and King County. In addition, Sound Transit attended and Regional high-capacity transit (HCT) to the presented information about East Link at Eastside via I–90 is necessary. neighborhood organizations, stakeholder gatherings, Light rail is the selected HCT technology for the and upon request, city council and other board I-90/East Corridor connecting Seattle, Mercer meetings. Refer to Appendix B for more detail. Island, Bellevue, Overlake, and Redmond. 2.2.1 Criteria for Evaluation Sound Transit’s light rail alternatives development The Sound Transit evaluation criteria were designed process for this Final EIS included the following steps: to satisfy the following project planning goals and Identifying feasible alternatives supporting objectives as directed in the East Link Project purpose and need (see Chapter 1): Obtaining scoping comments on alternatives Transportation goal: Improve transit mobility in Conducting a detailed evaluation of refined the East Link corridor. alternatives Maximize East Link ridership. Receiving input on the Draft EIS and SDEIS Improve the quality of transit service. alternatives and responding with modifications Increase transit accessibility. and new alternatives for analysis For evaluation purposes, the East Link study area was Environmental goal: Preserve environmental divided into five segments along distinct geographic quality. boundaries (see Exhibit 2-1). The five segments are as Minimize potential adverse operating impacts follows: on the natural and built environments. Segment A, Interstate-90, travels from the Minimize potential adverse construction Downtown Seattle Transit Tunnel (where the East impacts on the natural and built Link Project would connect to the Central Link environments. light rail system) to South Bellevue, where I–90 Land use goal: Support regional and local land use touches land in Bellevue. goals and objectives. Segment B, South Bellevue, travels from where I– Support adopted land use and transportation 90 touches land in Bellevue to SE 6th Street, plans.
2-2 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
Implementation goal: Minimize risk. Construction Risk: Risks were compared against an average risk of geologic and utilities Design system to reduce construction risk. constraints. Enhance stakeholder and community support. Cost: The lowest cost alternatives in each segment Financial goal: Provide a financially feasible were compared. solution. Four maintenance facility sites were identified in Build a system within project budget. Segment D and one in Segment E using the criteria of Build a system that can be operated and compatible land use zoning, relatively flat areas of maintained with available revenue. approximately 15 acres, and convenient access to the Build a system that is cost-effective. light rail vehicles and tracks. 2.2.2 Draft EIS Alternatives 2.2.3 NEPA and SEPA Scoping Process Identification The FTA and Sound Transit held a public scoping and To identify the most promising alternatives to propose comment period to officially initiate the NEPA and during the public scoping process, Sound Transit SEPA EIS process. The scoping period took place from developed 36 preliminary alternatives for the East September 1 to October 2, 2006. Sound Transit invited Corridor between Seattle and the East Link growth city and county agencies; affected tribes; regional, centers of Bellevue, Overlake, and Downtown state, and federal agencies; interest groups; businesses; Redmond. In developing the preliminary alternatives, affected communities; individuals; and the public to Sound Transit reviewed past planning studies in the comment on the proposed routes and stations, the corridor and consulted with state, federal, and local environmental resources to be evaluated, and the agencies in the corridor. project’s preliminary Purpose and Need Statement. The public and agencies were asked to identify areas Segment A included only the Interstate 90 Alternative of concern, opportunities, and stakeholder interests to (A1). Of the 35 alternatives in Segments B through E, be further addressed in the subsequent EIS. Sound Transit, in consultation with the Inter-Agency Team, eliminated 9 alternatives based on the initial During the scoping period, Sound Transit hosted four analysis because of ridership, cost, construction risk, public scoping meetings and one scoping meeting for and environmental impacts. Sound Transit recorded agencies and tribes. The public meetings were held in this process in East Link Alternatives Evaluation Report, Seattle, Mercer Island, Bellevue, and Redmond. Oral Seattle to Bellevue to Redmond (Sound Transit, 2006c). and written comments were accepted. In addition, the public submitted comments directly by mail and Sound Transit advanced 27 alternatives and 5 email. Details of the scoping and outreach activities potential maintenance facility locations for further can be found in Section B.4 of Appendix B, Public evaluation. Sound Transit summarized the results of Involvement and Agency Coordination. the evaluation in Sound Transit Board Briefing Book, Light Rail Alternatives (Sound Transit, 2006b), which Following this process, on December 14, 2006, the was presented to the Sound Transit Board and posted Sound Transit Board identified the alternatives to be on the project website (www.soundtransit.org). This evaluated in the Draft EIS. In December 2008, Sound evaluation highlighted the results in the five Transit, WSDOT, and FTA published the East Link comparative areas for all alternatives: Project Draft EIS, which evaluated a No Build Alternative and 19 build alternatives. Ridership: Additional systemwide boardings from adding East Link to Central Link were 2.2.4 Supplemental Draft EIS calculated. Alternative Identification Environmental Impacts: Impacts were compared After the 2008 Draft EIS was published, the Sound for relocations and impacts associated with parks, Transit Board reviewed public and agency comments, historic properties, traffic, noise, visual resources, developed and evaluated new alternatives and design ecology, and removal of parking and lanes, and modifications, identified the preferred alternatives for construction disturbances on adjacent properties. each segment, and then revised the preferred alternatives while directing staff to include more Markets Served: Markets served are potential alternatives for study. After the 2008 Draft EIS was station areas with concentrations of employees published, the City of Bellevue proposed multiple new and/or residents. alternatives and design modifications. Sound Transit
East Link Project Final EIS 2-3 July 2011 Chapter 2 Alternatives Considered
has considered each of them, and some of the Tunnel Alternative (C9T), including a new South alternatives have been evaluated in joint studies with Bellevue Station adjacent to I-90 and a NE 2nd Street the City of Bellevue or other technical reviews. portal for the Preferred Alternative C9T tunnel. After the SDEIS was published, the City initiated a conceptual New alternatives were added to Segments B and C, design and screening-level evaluation of these options and design modifications to alternatives previously or modifications to Alternative B7, referred to as B7- studied in the Draft EIS were added in Segments B, C, Revised ( B7R). A brief description of these options is D, and E. Sound Transit published the SDEIS in provided following Segment C in Section 2.2.5.1 of this November 2010 to review the new alternatives and chapter, and the results of the City’s study are design modifications to existing alternatives that could summarized in Section 7.6 of Chapter 7. The City of result in substantial impacts not disclosed in the 2008 Bellevue’s B7-Revised Interim Analysis Report (May Draft EIS. 2011) can be found in Appendix K of this Final EIS. To help develop the SDEIS, Sound Transit received input through the public process associated with three 2.2.5 Alternatives Eliminated studies for project elements in Bellevue: the Downtown 2.2.5.1 Alternatives Eliminated During Bellevue Light Rail Alternatives Concept Design Report Screening (Sound Transit and City of Bellevue, 2010a); the 112th After reviewing evaluation results and public and Avenue Design Options Concept Design Report (Sound agency comments, the Sound Transit Board in Transit and City of Bellevue, 2010b); and the Evaluation December 2006 identified the alternatives to be of Hospital Station Options (Sound Transit and City of analyzed in the Draft EIS. The Board eliminated eight Bellevue, 2010c). Sound Transit and the City of alternatives and one maintenance facility site from Bellevue cooperatively developed each study. Each further consideration, leaving 19 alternatives and 4 study can be found in Appendix K of this Final EIS or maintenance sites for review in the Draft EIS. The found at http://www.soundtransit.org. Additionally, process of elimination is discussed below. these studies are summarized in Appendix B, Public Segment B Involvement and Agency Coordination. The City of In Segment B, three alternatives were eliminated, two Redmond also held workshops and community of which traveled east along the south edge of Mercer outreach meetings that helped further define Slough Nature Park and then turned north along the modifications to Segment D and E alternatives. east boundary of the park adjacent to 118th Avenue The Downtown Bellevue Concept Design Report explored SE. North of the park, the two alternatives diverged to new at-grade and grade-separated alternatives in follow different roadways. Sound Transit eliminated Downtown Bellevue, emphasizing traffic flow and these alternatives because they would result in the cost trade-offs. The report evaluated six alternatives: highest environmental impacts along the Mercer two from the 2008 Draft EIS and four new alternatives; Slough Nature Park and wetland areas, without all new downtown alternatives studied were included providing any additional benefit compared to a in the SDEIS. Next, the Hospital Station and the 112th remaining parallel alternative with lesser park Avenue Design Options were explored with extensive impacts. The third alternative eliminated in Segment B public involvement from the community and had unnecessary out-of direction travel, resulting in interested stakeholders. This process reviewed three higher costs and inefficiencies, without higher new locations for the Hospital Station, with optional ridership than other alternatives in Segment B. This access points to the hospital district, in addition to the alternative traveled east, across the south edge of the one from the 2008 Draft EIS; the location from the 2008 Mercer Slough Nature Park, paralleling north of I-90, Draft EIS was chosen to be carried forward. Along and turned north inside the former BNSF Railway 112th Avenue SE, six at-grade and retained-cut profiles corridor. This alternative then transitioned to parallel traveling in the center and on the east and west sides I-405, where the former BNSF Railway corridor of 112th Avenue SE were studied. Information from continues east across I-405. At SE 8th Street, this the study and input from the community led the alternative returned west to 112th Avenue SE, where it Sound Transit Board to identify the preferred continued north. alternative as the west side-running alignment along Segment C 112th Avenue SE north of SE 6th Street, which was In Segment C, two alternatives were eliminated considered in the SDEIS. because of lack of available right-of-way at NE 7th In July 2010, the City of Bellevue requested that the Street. One alternative traveled along 110th Avenue Sound Transit Board consider new modifications to NE and turned to cross over I-405 at approximately the BNSF Alternative (B7) and the Preferred 110th NE NE 7th Street, where there was thought to be
2-4 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered inadequate separation between Meydenbauer Center Preferred 112th SE Modified Alternative (B2M) with and the newly constructed The Shops at Bravern. The either Preferred 108th NE At-Grade Alternative (C11A) or other alternative followed 112th Avenue and Preferred 110th NE Tunnel Alternative (C9T), with a transitioned to 110th Avenue NE via NE 4th Street portal at either Main Street or NE 2nd Street. Those before turning east at NE 7th Street. Again, there alternatives that were not carried forward were would be inadequate separation between eliminated primarily due to noise, transportation, Meydenbauer Center and the Shops at Bravern. and/or construction impacts; cost; and/or community input. Segment D Two alternatives in Segment D were found to result in Sound Transit reviewed four Hospital Station options excessive impacts along Bel-Red Road. One alternative with the City of Bellevue and decided to carry forward traveled the length of Bel-Red Road from 124th to the original alternative location based on criteria of 152nd Avenue NE. The other traveled along NE 16th optimizing station spacing, visibility, accessibility, and Street, a new planned roadway, then merged onto Bel- cost. Red Road at 140th Avenue NE and continued to 152nd The City of Bellevue also requested that Sound Transit Avenue NE. Placing light rail in the median and examine two design modifications to the route east of widening the Bel-Red Road right-of-way would result the Bellevue Transit Center Station and east of I-405: in higher impacts on adjacent uses and greater (1) moving the route along NE 6th Street further south construction and other environmental impacts. None and (2) crossing underneath NE 8th Street east of I-405 of the remaining alternatives would travel along Bel- before entering the Hospital Station. Both requests Red Road. would affect the Preferred Alternatives C11A and C9T Segment E routes similarly. Shifting the route to the south side of Only one alternative was eliminated in Segment E. NE 6th Street is not evaluated further because it would Segment E alternatives diverge from the same route at not reduce costs and would result in greater impacts the SR 520 interchange with West Lake Sammamish on Bellevue City Hall and the King County Metro site Parkway. The alternative that was eliminated followed redevelopment (located on the vacant lot next to the the south side of Bear Creek Parkway and traveled city hall building); it would require longer span along several minor arterials up to the Bear Creek structures over I-405 and 116th Avenue NE; and it Park-and-Ride. This alternative was eliminated would acquire an additional office building. Crossing because it would have excessive impacts on underneath NE 8th Street is not evaluated further ecosystems, parks, and traffic compared with other because it would increase costs by adding a tunnel alternatives in Segment E. In addition, the Bear Creek and would push the Hospital Station location further Park-and-Ride location would present circulation and north near NE 12th Street. This station location would accessibility constraints related to adding a large have less desirable access, as demonstrated in the terminus parking garage. Evaluation of Hospital Station Options study and, due to Maintenance Facilities the tunnel, would be approximately 30 feet below Five maintenance facility sites were considered, and grade, resulting in higher cost and lower accessibility only one, located near 136th Street NE in Segment D, to riders. was eliminated. Its location would have high Comments on the 2010 SDEIS resulted in a number of environmental impacts and would limit transit- suggested modifications to existing alternatives in oriented development potential near a potential order to avoid impacts to specific properties; these station. have not been included in the Final EIS because they 2.2.5.2 Alternatives Eliminated after the generally would result in greater impacts to different Draft EIS and SDEIS properties, including parks, and potentially would increase other impact categories, such as noise, visual, Comments on the 2008 Draft EIS resulted in a number and traffic. The East Link Project Final EIS addresses of suggestions of new or previously studied each suggestion in the response to comments alternatives, most of which have been eliminated from (Appendix J). consideration for engineering, cost, and/or environmental issues. Specific responses to each letter 2.3 Project Alternatives and the suggestions are provided in Appendix J, Public and Agency Comments and Responses. Following the alternatives evaluation process, Sound The 112th Avenue Light Rail Options Concept Design Transit identified a No Build Alternative, 24 build Report evaluated six alternatives for connecting alternatives, and 4 maintenance facility alternatives to
East Link Project Final EIS 2-5 July 2011 Chapter 2 Alternatives Considered carry forward to analyze in this Final EIS. This section 2.3.1 No Build Alternative describes each of these alternatives and the key project The No Build Alternative represents the transportation components that help to distinguish the alternatives. system and environment as they would exist without The Preferred Alternative is called out in italics to the proposed project. The No Build Alternative indicate the current preference identified by the Sound provides a baseline condition for comparing impacts Transit Board. Identifying a Preferred Alternative in this of the build alternatives and includes two future Final EIS is a statement of the Board’s current intent transportation forecast years, 2020 and 2030. based on the input and analysis to date; it is not a final decision. Exhibit 2-2 illustrates the preferred The No Build Alternative includes a variety of alternatives in all segments: projects, funding packages, and proposals in the central Puget Sound region. The projects primarily Segment A: Preferred Interstate 90 Alternative (A1) consist of funded or committed roadway and transit Segment B: Preferred 112th SE Modified Alternative actions by state, regional, and local agencies combined (B2M) with other projects that are considered likely to be Segment C: Preferred 108th NE At-Grade Alternative implemented based on approval and committed (C11A) and Preferred 110th NE Tunnel Alternative funding. The No Build Alternative includes (C9T) completing the express bus, high-occupancy vehicle Segment D: Preferred NE 16th At-Grade Alternative (HOV), and Transportation System Management (D2A) projects described in Sound Move (Sound Transit, Segment E: Preferred Marymoor Alternative (E2) 1996) and also includes the Rapid Ride and other Sound Transit 2 Plan (ST2) provides funding for an at- transit enhancements in the King County TransitNow grade or elevated alternative in Downtown Bellevue Program (King County Metro, 2006). Table 2-1 (Segment C); the Sound Transit Board would require summarizes roadway and transit projects that are additional funding sources in order to select a tunnel included in the No Build Alternative. Appendix H1, alternative in this segment. The Sound Transit Board Transportation Technical Report (Appendix A), details identified two preferred alternatives in Segment C in major projects assumed as part of this No Build April 2010: Preferred 108th NE At-Grade Alternative Alternative. (C11A) and Preferred 110th NE Tunnel Alternative (C9T). For the transportation analysis, there are two No Build Preferred Tunnel Alternative C9T is preferred based on a Alternatives related to implementing the I–90 Two- term sheet (a preliminary agreement) executed Way Transit and HOV Operations Project (also between Sound Transit and the City of Bellevue referred to as the R-8A Project). The two variations in related to finding additional funding sources and the No Build Alternative lie in implementing the I–90 scope reductions that would reduce the affordability Two-Way Transit and HOV Operations Project from gap for this tunnel alternative. Preferred Alternative Bellevue to Mercer Island to Seattle. Exhibit 2-3 C11A is preferred if additional funding and scope illustrates how that project has been separated into reductions cannot be found to afford the tunnel. three stages for funding purposes and describes what Environmental review and preliminary engineering is included in each phase. are funded for the portion of the East Link Project The East Link Project would dedicate the I-90 center from the Overlake Transit Center Station to roadway for light rail use as stipulated in the 1976 Downtown Redmond. While the final length and Memorandum Agreement (and as amended in 2004; configuration of the constructed project would depend WSDOT, 2004) among Seattle, Mercer Island, Bellevue, on project funding, final project design, track profiles, King County Metro, and WSDOT. Today, the and project costs, this Final EIS covers the entire reversible center roadway is dedicated as HOV lanes Seattle to Redmond East Link Project corridor. A traveling in the peak direction (Exhibit 2-4), and the separately bound document, Appendix G1, provides outer roadways are general-purpose lanes. HOV lanes the detailed design drawings for each alternative. are being built on the outer roadways in three stages The East Link Project might be constructed in phases, (Exhibit 2-5) so that HOVs can travel in both directions depending on available funding and other factors. any time of the day. Funding for Stage 3 of the I-90 Sound Transit anticipates that any station including Two-Way Transit and HOV Operations Project is and east of the Hospital Station could be considered included in ST2. With ST2 approved, Sound Transit an interim terminus station. The minimum planned intends to work with WSDOT to complete Stage 3 and project would be to open East Link from Seattle to the then close the center roadway for light rail conversion. Hospital Station in Bellevue (Segments A through C).
2-6 East Link Project Final EIS July 2011 To Lynnwood ¾À202 E2, Marymoor ¾À908
Downtown K i r k l a n d Redmond Station
SE Redmond University of Station Washington
R e d m o n d
D2A, NE 16th At-Grade Overlake Lake Transit Center Station Union ¾À520 Overlake Village Station
C9T, 110th NE Tunnel C11A, 108th NE At-Grade ¾À520 C l y d e 120th 130th Station Station ¾À99 H i l l Hospital M e d i n a Station Bellevue Lake Transit Center Washington Station B e l l e v u e 108th Station Lake
A1, Interstate 90 Elliot SE 8th Sammamish International Station District/ Bay Chinatown S e a t t l e Station
Rainier Station South Mercer Bellevue Island Station Station
M e r c e r I s l a n d B2M, 112th SE To Sea-Tac Airport Web/East_Link_Proj_Area_Alts_DEIS_081508 . gr City Limits N East Link Light Rail Link Light Rail Exhibit 2-2 Alternatives Route Profile Link Alignment East Link Segment At-Grade Retained-Cut Tunnel and Stations East Link Preferred Alternative 0 0.5 1 Mile Station Elevated Retained-Fill East Link Project Chapter 2 Alternatives Considered
TABLE 2-1 Components of No Build Alternative
Horizon Year Project/Program 2020 2030 Comments Roadway Nickel Funding Package X X Approved 2003 Transportation Partnership Funding X X Approved 2005 Package I-90 Two-Way Transit and HOV Operations X X Stages 1 and 2, and with and without Stage 3 Project (see Exhibit 2-2) Local Agencies Capital improvement plans (CIPs)/ X X Typically 6-year (or near-term) funding commitments transportation facility plans Comprehensive plans and transportation X X Typically 15- to 20-year list of funded and unfunded projects; plans funded projects included as part of CIP/transportation facility plan lists Puget Sound Regional Council Destination 2030 (including SR 520 X Selected projects included between I-405 and Montlake Boulevard) Transit Sound Transit Sound Move Program X X Approved 1996 ST2 Program Xa X Approved November 2008; the package of projects is projected to be built by 2023 King County Metro Service Implementation Plans X X Transit Service Integration Plan X X Prepared for East Link Project Transit Now Plan X X Approved 2006 a Not all projects identified in this program are expected to be built by 2020. The Transportation Technical Report in Appendix H1 contains the project list by horizon year.
EXHIBIT 2-3 Stages for Implementation of I-90 Two-way Transit and HOV Operations Project Alternative
2-8 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-4 EXHIBIT 2-5 I-90 Existing Conditions and No Build Alternative I-90 No Build Alternative with I-90 Two-Way with I-90 Two-Way Transit and HOV Operations Transit and HOV Operations Project Stages 1, 2, and 3 Project Stages 1 and 2 only In other words, the center roadway might close in structures, in subways, or in streets. Sound Transit order to construct the light rail project immediately plans for light rail consist of electrically powered, low- after the HOV lanes on the outer roadway are floor, low-platform trains of up to four cars, with a completed, and the new HOV lanes in the outer total length of approximately 380 feet (90 feet per car, roadway would never operate in conjunction with the 96.5 feet per car with couplers), running on steel rails. center roadway. As a result, the No Build Alternative The vehicles can carry as many as 200 passengers per was analyzed with and without Stage 3 completion. car in the typical light rail car shown in Exhibit 2-6. East Link light rail would operate at speeds up to Without Stage 3, HOV and transit travel between 55 miles per hour (mph) in a dedicated right-of-way Mercer Island and Seattle would be restricted to the and would generally not be constrained by congestion center reversible lanes in the peak direction only (i.e., or accidents. The dedicated right-of-way might be in westbound in the morning and eastbound in the public roadway or in existing railroad or acquired evening). If Stage 3 were implemented, however, and right-of-way. began operating in conjunction with the center roadway before East Link construction begins, then The build alternatives are made up of a range of light both outer lanes of I-90 and the center reversible lanes rail routes and stations, with and without adjoining would be available to transit and HOV. This variation park-and-ride facilities. Maintenance facility in the lane configuration would only influence vehicle alternatives are evaluated separately from the movements on I-90 and connecting transportation alternative routes and stations. Each build alternative facilities. is designed as a double-track rail system to accommodate planned project operational needs for 2.3.2 Build Alternatives uninterrupted light rail movement. The length of the Light rail is a conventional term for urban electric rail entire East Link Project would vary between 17 and systems that have the flexibility to operate along an 19 miles, with up to 19 stations, depending on how the exclusive right-of-way at ground level, on elevated alternatives are combined. This section describes the
EXHIBIT 2-6 Typical Light Rail Car
East Link Project Final EIS 2-9 July 2011 Chapter 2 Alternatives Considered
alternative routes and stations by segment. The Transitions between at-grade and elevated profiles are alternatives have been developed to a conceptual typically compacted fill support. An elevated profile engineering level of design (i.e., approximately 5 must have a minimum clearance of about 16.5 feet percent). Section 2.3.3 describes the maintenance near roadways, but topography and other facilities, and detailed drawings are included in consideration might result in a profile as high as 50 Appendix G1, Conceptual Design Drawings. feet or more. Pier supports are typically approximately 10 feet by 10 feet square at the ground, although the 2.3.2.1 Components of Alternatives support structure below the ground might be wider. This section describes key components, such as the rail Just as for at-grade routes, the elevated guideway can and station profile, to assist the reader in the travel either in the median of existing roadways understanding the alternatives. Other aspects of the (Exhibit 2-11), along the side of the roadway project, including capital equipment and project (Exhibit 2-12), or in off-street corridors. operations, are described in Section 2.4. Tunnels The proposed route and station alternatives vary in Tunnels might be used where slopes are steep (more profile as traveling at-grade (sometimes a retained cut than 5 to 6 percent), physical barriers must be crossed, or a retained fill), in an elevated configuration, or in a right-of-way is inadequate for at-grade or elevated tunnel. Maximum allowable grades for light rail are profiles, the density of homes and businesses is high, typically 5 to 6 percent. Because of the conditions and/or ridership and resulting train frequencies along the corridor, the East Link Project is largely would be so high as to make street-level operations elevated or at-grade; however, tunnel alternatives impractical. They are also appropriate where major were also considered in Downtown Bellevue ridership areas cannot be served in another way. (Segment C). At-grade operation is typically less There are substantially greater costs and risks with costly, although each profile type has usefulness, as building tunnels. The two most common construction discussed in the following subsections. methods are cut-and-cover or bored tunnels. Cut-and- At-Grade Profile cover construction is built from the surface while Light rail operating at-grade is best suited in areas bored (or mined) tunnels are constructed with no where the grade is 5 to 6 percent or less and where surface disturbance beyond entering and exiting the there is adequate room within reserved street rights- tunnel portals. The bored method is typically the most of-way or off-street corridors. At-grade operation expensive. A cut-and-cover box and bored tunnel are works well with a moderate number of riders and shown in Exhibits 2-13 and 2-14. train frequencies as often as every 4 minutes. Where Stations located within a street right-of-way, East Link at-grade Stations are designed according to the alternative routes travel either in the median or along the side of profile. Depending on the location, stations can be existing roadways (Exhibit 2-7) and operate through designed with center or side platforms. Center intersections with advance signal detection and platforms allow passengers to access trains going in prioritization. opposite directions from the same platform. Side platforms, much like a sidewalk on either side of a Retained Cuts and Retained Fills roadway, require the riders to cross over or under the A variation of the at-grade profile is a retained cut or a tracks to access trains in the opposite direction. A retained fill. With a retained cut the trackway is cut station is typically 400 feet long to accommodate a into the ground with a retaining wall on one or both four-car train but varies in width depending on the sides (Exhibit 2-8). With a retained fill the trackway is location of the platform and the profile. built up above the ground surface with a retaining wall on one or both sides. Exhibits 2-9 and 2-10 show East Link stations would include pedestrian, bicycle, possible retained fill profiles. Portions of the routes and bus access (with one exception) and may include might involve retained cut or retained fill to meet train paratransit access. All stations are Americans with operation grade requirements or to separate the grade Disabilities Act (ADA) accessible. In some cases, under heavily traveled roadways. automotive access including park-and-ride lots and Elevated Profile automobile drop off would be provided. Exhibit 2-15 Light rail on elevated structures works well where the illustrates four typical station designs: at-grade, system must be grade-separated to cross over elevated side platform, elevated center platform, and a geographic or physical barriers and accommodate tunnel station. The size of each station is determined higher train frequencies and where at-grade trackway by the site-specific access and parking requirements. might not be appropriate for a surface corridor.
2-10 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-8 EXHIBIT 2-7 Retained Cut At-Grade Center-Running
EXHIBIT 2-9 EXHIBIT 2-10 Retained Fill, Center-Running Retained Fill, Side-Running
EXHIBIT 2-11 EXHIBIT 2-12 Elevated Center-Running Elevated Side-Running
East Link Project Final EIS 2-11 July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-14 EXHIBIT 2-13 Bored Tunnel Cut-and-Cover Tunnel
EXHIBIT 2-15 Typical Station Designs
2-12 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
East Link stations would be designed to meet all local Numbering of East Link Alternatives and federal accessibility requirements. At-grade East Link Project alternatives are designated by either two or stations would have passenger access walkways and three characters: the segment letter (A, B, C, D, E), the number ramps. Any elevated or tunnel station would be of the alternative, and, sometimes, a descriptive indicator furnished with stairs, elevators, and, in some cases, consisting of A for at-grade, E for elevated, or T for tunnel. The letter M signifies “modified” from a previous Draft EIS alternative. escalators. Each station would have ticket vending For example, B2M indicates the second alternative in Segment machines, closed-circuit television, public address, B, and that it has been modified since the 2008 Draft EIS. C9A emergency phones, and variable message signage. indicates the ninth alternative in Segment in C, and that it is an at-grade profile. A break in the numeric sequencing for the Additionally, tunnel stations would have systems that alternatives indicates that a previous alternative was eliminated monitor and control ventilation and fire/life/safety in the alternative development process (see Section 2.2.5). functions. Interim Termini former BNSF Railway right-of-way within King The East Link Project might be constructed in phases, County. Sound Transit is in the process of acquiring depending on available funding and other factors. 1.1 miles of this corridor in Segments C and D as well Sound Transit anticipates that any station including as an easement in other portions of the corridor and east of the Hospital Station could be considered potentially used by East Link. an interim terminus station. The minimum planned Sound Transit and the Puget Sound Regional Council project would be to open East Link from Seattle to the (PSRC) have studied the feasibility of commuter rail Hospital Station in Bellevue (Segments A through C). service in the former BNSF Railway corridor. This If the East Link Project were built in phases, a station study, published by Sound Transit in 2008, found that in Segment C or D would be selected as the interim operating commuter/passenger rail in the former terminus station. The Hospital or Ashwood/Hospital BNSF Railway corridor is feasible although a variety Station in Segment C or any Segment D station could of capital improvements would be needed to serve as an interim terminus. The Overlake Transit accommodate higher speeds and to improve the safety Center Station in Segment D is identified as an interim of the track, structures, and roadway crossings in the terminus in ST2, because funding for constructing corridor. The study also determined that a Segment E is not included in the plan. With any pedestrian/bicycle trail could also fit within the interim terminus station, a storage or tail track could existing right-of-way throughout much of the corridor; be built beyond the station. The preferred location is a however, in some locations, property acquisition storage track in the former BNSF Railway north of the would be required to accommodate Hospital Station. If such a feature were built at an commuter/passenger rail and a trail. Sound Transit is interim terminus station, then the project might also working with the MOU parties to plan for using the include parking for operators and office and storage former BNSF Railway corridor while protecting the space for light maintenance activities, such as cleaning interim trail use and possible reactivation for freight interiors of vehicles. rail. The corridor can accommodate both the trail (or a reactivated freight rail service) and the light rail route Railbanked Corridors in most places, with some areas requiring a small Several of the build alternatives would use portions of right-of-way acquisition. the former BNSF Railway corridor. In 2008, the BNSF Railway Company filed a Notice of Interim Trail Use 2.3.2.2 Description of Alternatives or Abandonment (NITU) with the Surface The route and station alternatives are described below, Transportation Board. This filing “railbanked” the and their characteristics are summarized in Tables 2-2 right-of-way for interim trail use and keeps the right- and 2-3. Exhibits 2-16 to 2-20 show the alternatives by of-way available for the reactivation of freight rail segment. The four maintenance facility alternative service. In addition to being the “trail sponsor” under sites located in Segments D and E are described in the NITU, King County owns a trail easement over the Section 2.3.3 and in Exhibits 2-19 and 2-20. The former BNSF Railway right-of-way. In 2009, the Port alternatives are designated by letters and numbers of Seattle acquired the former BNSF Railway right-of- that describe their location and nature, as described in way from Snohomish to north Renton, including a the text box on this page. The types of tunnels for each spur from Woodinville to Redmond. The Port entered alternative are discussed in Section 2.4.6, and stations into a Memorandum of Understanding (MOU) with are listed in the following alternative descriptions and King County, the City of Redmond, Sound Transit, summarized in Table 2-3. Puget Sound Energy, and the Cascade Water Alliance with regard to the Port’s sale to the other parties of the
East Link Project Final EIS 2-13 July 2011 Chapter 2 Alternatives Considered
TABLE 2-2 Characteristics of Light Rail Alternatives
Segment Travel Segment Time Number Length (minutes: of Alternative (miles)a seconds) a Stations Stations
Segment A, Interstate 90
Preferred Interstate 90 Alternative (A1) 6.9 11 2 Rainier, Mercer Island
Segment B, South Bellevue
Preferred 112th SE To C11A 2.2 5 1 South Bellevue Modified Alternative (B2M) To C9T 2.2 5 2 South Bellevue, SE 8thb
Bellevue Way Alternative (B1) 2.3 5 1 South Bellevue
112th SE At-Grade Alternative (B2A) 2.1 5 2 South Bellevue, SE 8th
112th SE Elevated Alternative (B2E) 2.1 5 2 South Bellevue, SE 8th
112th SE Bypass Alternative (B3) 2.3 to 2.4 5 1 South Bellevue
BNSF Alternative (B7) 2.6 5 1 118th
Segment C, Downtown Bellevue
Preferred 108th NE At-Grade Alternative (C11A) 2.0 to 2.1 7 to 10 3 108th, Bellevue Transit Center, Hospital
Preferred 110th NE Tunnel Alternative (C9T) b 1.7 to 1.8 6 2 to 3 East Main, Bellevue Transit Center, Hospital
Bellevue Way Tunnel Alternative (C1T) 1.9 5 3 Old Bellevue, Bellevue Transit Center, Hospital
106th NE Tunnel Alternative (C2T) 2.1 to 2.2 5 2 to 3 East Main, Bellevue Transit Center, Hospital
108th NE Tunnel Alternative (C3T) 1.8 to 2.0 4 2 to 3 East Main, Bellevue Transit Center, Ashwood/Hospital
Couplet Alternative (C4A) 1.6 to 1.7 7 to 11 2 to 3 East Main, Bellevue Transit Center, Ashwood/Hospital
112th NE Elevated Alternative (C7E) 1.4 to 1.5 4 2 to 3 East Main, Bellevue Transit Center, Ashwood/Hospital
110th NE Elevated Alternative (C8E) 1.6 to 1.7 4 2 to 3 East Main, Bellevue Transit Center, Ashwood/Hospital
110th NE At-Grade Alternative (C9A) 1.7 7 to 9 2 to 3 East Main, Bellevue Transit Center, Hospital
114th NE Elevated Alternative (C14E) 1.3 4 2 Bellevue Transit Center, Hospital
Segment D, Bel-Red/Overlake
Preferred NE 16th At-Grade Alternative (D2A) 3.3 to 3.5 8 to 10 3 to 4 120th, 130th, Overlake Village, Overlake Transit Center NE 16th Elevated Alternative (D2E) 3.4 to 3.5 9 3 to 4 120th, 130th, Overlake Village, Overlake Transit Center NE 20th Alternative (D3) 3.5 to 3.6 10 3 to 4 120th, 130th, Overlake Village, Overlake Transit Center SR 520 Alternative (D5) 3.5 7 2 Overlake Village, Overlake Transit Center
Segment E, Downtown Redmond
3.7 to 3.8 6 2 to 3 SE Redmond, Downtown Redmond (Redmond Town Preferred Marymoor Alternative (E2) c Center, Redmond Transit Center) Redmond Way Alternative (E1) 3.7 6 2 Redmond Town Center, SE Redmond Leary Way Alternative (E4) 3.3 6 2 Redmond Town Center, SE Redmond a Ranges are due to variation in length of connections from previous segment and design options considered. bPreferred Alternative C9T includes a design option (C9T - East Main Station Design Option) that, when connecting to Preferred Alternative B2M only, would have an East Main Station and eliminate Preferred Alternative B2M’s SE 8th Station. c Preferred Alternative E2 includes a design option that would eliminate the Downtown Redmond Station and instead would have both the Redmond Town Center and the Redmond Transit Center Stations.
2-14 East Link Project Final EIS July 2011
341526.H2.02.10_TB092007009SEA_East_LInk_DEIS_Maps/05-08/Seg_A_All_v4_08-20-08 . gr 92ND 92ND AVENE To University AVENE 100TH of Washington NE 12TH ST
NE 8TH ST NE 6TH ST E MADISON ST B E L L E V U E
BOREN AVE
SEATTLE TUNNEL S E A T T L E MAIN ST E CHERRY ST Lake Washington BELLEVUE
International E YESLER WAY District/ WAY SE Chinatown S JACKSON ST
Station Mt. Baker I-90 Parks 23RD AVE 23RD Tunnel on the LID Segment A JUDKINS PARK AND LAKE I-90 Floating PLAYFIELD WASHINGTON Bridge A1 LUTHER BLVD Mercer BURBANK Island 2-7 MERCER PARK SAM SMITH Station
AIRPORT WAY S AIRPORT Rainier ISLAND PARK 72ND AVESE LID Station PARK AVESE 76TH Mercer Island
Park & Ride
77TH AVESE 77TH
1ST S AVE 1ST 4TH 4TH AVES
RAINIER AVE S SE 80TH
Segment Segment UPPER L A LUTHER B K W MERCER WAY E A BURBANK
W
A PARK
S H SE 36TH ST I N G GALLAGHER T O SE 40TH ST N HILL OS
S SPOKANE ST B L
V M L KING L M D Y M E R C E R A W
BEACON AVE S R E I S L A N D C R E M
JR WAY S ISLAND CREST WY E
To Sea-Tac Airport
Preferred Alternative Other Alternatives Segment Limit At-Grade Route At-Grade Route Traction Power Substation CentralAdjacent Link Alignment Segment N and Station Tunnel Route Tunnel Route Station Central Link Alignment SCALE Exhibit 2-16 A B Segment Limit and Station Segment A, Interstate 90 0 0.5 Mile East Link Project
DRAFT — For internal discussion only. Not reviewed or approved by or on behalf of any party. 341526.H2.02.11.04_TB072008013SEA_East_Link_DEIS_Fall08/2-14_SegB_All_v5_08-28-08_fall08 . gr Date: August 7, 2007 File Path: \\Bianca\Proj\SoundTransit\341526\GIS\MapDocuments\2007_06_DEIS\SpecialRequest\KickOff_0814\ALTERNATIVE_SegmentB_B1.mxd
King County 1 1
District 2 T
Court House H
Segment SE 6TH ST C A LAKE HILLS CONN
V E CT Segment B SURREY E O
BNSF R
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PARK Wilburton Kelsey C
Park & Ride reek
108TH 108TH SE 8th Station ST H A B2A SE 8T
VE SE VE B7 B1
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W Station
104TH 104TH A At-Grade Y
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8 Traction Power l MERCER h S T B2A g u r H Substation e SLOUGH
o B3 l
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c
r
S
BELLEVUE e PARK Profiles of non-preferred E
M
! alternatives shown in gray.
!
!
!
!
!
! !
123RD
Segment B, ! !
South Bellevue B2A ! !
B2E
A BELLEVUE !
VE SE
Preferred Alternative B3 ! B2M ! !
B2M 112th SE to C9T ! Frederick Winters SCALE B2M 112th SE to C11A W A House Y
Other Alternatives SE B7 0 0.125 0.25 Mile
B1 Bellevue Way 108TH B2A 112th SE At-Grade
A B1 VE SE VE B2E 112th SE ElevatedSE 25TH ST BNSF B3 112th SE Bypass MERCER B3 114th SE Design Option SLOUGH South Bellevue B7 BNSF Park & Ride NATURE South PARK Bellevue Station B E A U X A R T S B2A B2E B3
t
s
a
E
113TH h
g
u o l S
B1 r A e VE SE c L B2A r a e k B2E M e W Segment B3 a s Segment B7 h in g t B on A B7 B2M
B1 MERCER SLOUGH NATURE PARK
Source: City of Bellevue (2005) and King County (2006). Preferred Alternatives OtherAlternatives Traction Power Substation At-Grade Route At-Grade Route Station Adjacent Elevated Route Elevated Route New and/or Expanded Segment Exhibit 2-17 Retained-Cut Route Retained-Cut Route Park-and-Ride Lot Segment B, South Bellevue Retained-Fill Route Retained-Fill Route A B Segment Limit East Link Project
2-7 DRAFT — For internal discussion only. Not reviewed or approved by or on behalf of any party. 341526.H2.02.11.04_TB072008013SEA_East_Link_DEIS_Fall08/2-15_SegC_All_v3_09-02-08_fall08 . gr July 30, 2007 File Path: \\bianca\Proj\SoundTransit\341526\GIS\MapDocuments\2007_06_DEIS\SpecialRequest\KickOff_0814\ALTERNATIVE_SegmentC_C1T.mxd
For C3T, C4A Segment C, C7E, C8E Ashwood/ Segme Downtown Bellevue For Hospital nt D C3T Station Segme Preferred Alternatives nt C4A C NE 12TH ST C9T 110th NE Tunnel ForFor McCORMICK PARK C3TC3T C1T C11A 108th NE At Grade C4AC4A For C2T C7EC7E C9A Other Alternatives NE 12TH ST C8E
C8E C14E 116TH AVENE C1T Bellevue Way Tunnel ASHWOOD C2T 106th NE Tunnel PARK C9T C11A Lake C3T 108th NE Tunnel
NE 10TH ST Bellevue
108TH AVE108TH NE 112TH AVENE C4A Couplet 110TH AVENE C7E 112th NE Elevated C8E 110th NE Elevated C9A 110th NE At Grade For Hospital C8E Station C14E 114th NE Elevated NE 8TH ST NE 8TH ST For C14E C8E C7E C1T For BELLEVUE C2T C1T BELLEVUE WAY BELLEVUE NE C4AC3T C4AC2T C9T C11A C4A C7E C11A NE 6TH ST Bellevue
Transit Center S
BNSF t
Bellevue u
r t
Transit e v C1T At-Grade Center a n C2T t For Elevated Station C C9A r NE 4TH ST C8E e e Retained-Cut C9T k Retained-Fill
C1T C2T C3T 114TH AVENE NE 4TH ST Station DOWNTOWN C4A Traction Power C11A C8E C14E PARK C9A Substation NE 2ND ST CONNECTORS B C Segment Limit For
112TH AVE NE C1T Profiles of non-preferred alternatives shown in gray. Old C9T Bellevue Station
MAIN ST 116TH AVESE
108TH AVE SE 106TH AVE SE 108th East Main For Station C4A, C7E, 9A Station BELLEVUE WAY BELLEVUE SE C1T, C2T For from B2A C4A C3T,Station C4A location C7E,associated C8E with ForC9T C1T East C8E only SCALE MainC2T, StationC3T Design Option 0 0.125 Mile C2T, C3T, C3T from B2A C4A, C7E, C9A from C9T from B2M B2E C2T, C3T, C4A, C7E, C8E, C9A, C1T C2T, C3T, C11A from B2M C9T, C11A, C14E from C4A, C7E, from B3 114th B1 C8E, C9A, Design Option
C2T from B2A C9T, C11A, or B7 BNSF C14E from King County For B3 Segment C DistrictC1T SE 6TH ST Segment B Court HouseC2T C3T SURREY DOWNS PARK
Source: City of Bellevue (2005) and King County (2006). Preferred Alternative Other Alternatives TractionStaging Power Area SubstationSegment Limit At-Grade Route At-Grade Station Adjacent Elevated Route Elevated New and/or Expanded Segment Exhibit 2-18 Retained-Cut Route Retained-Cut Park-and-Ride Lot Retained-Fill Route Retained-Fill Segment C, Downtown Bellevue B C Tunnel Tunnel Segment Limit East Link Project
2-7 DRAFT — For internal discussion only. Not reviewed or approved by or on behalf of any party.
!
! !
Segment NE ! 40TH ST E ! At-Grade Segment D, Segment D Overlake Bel-Red/Overlake Elevated D2A Transit Center Preferred Alternative Retained-Cut Overlake Retained-Fill Transit Center D2A NE 16th At-Grade Station Station Other Alternatives Traction Power D2A 120th Station Design Option Substation V a l l Segment Limit D2A NE 24th Design Option e CD y GOLDSMITH
C
D2E NE 16th Elevated r ProfilesNEIGHBORHOOD of non-preferred
e REDMOND
e PARK
D3 NE 20th k alternatives shown in gray. D5 SR 520 120th Station 520 Design Option Overlake 120th Station Village BELLEVUE Station D2E
D3 124TH AVE124TH NE
120TH AVE120TH NE D5 134TH AVE134TH NE
BNSF D2A D5
151ST PL NE 151ST Overlake G
Village o
f f
Station
C
r 2-7
e
e k "
116TH AVE NE Overlake NE 24TH ST D2E Park & Ride
VIEWPOINT D5 156TH AVE156TH NE 520 D5 PARK AVE152ND NE Storage Track NE 24th D2E CONNECTORS NORTHUP WY Design Option W MF3 e Sears Creek s t T ri NE 20TH ST b 130TH AVE NE ut AVE132ND NE ary 140TH AVENE o f
K Segment Segment Segment Segment e ls HIGHLANDHIGHLAND e MF1 MF2 y PARKPARK & & C D2A D3 r COMMUNITYCOMMUNITY D2A e
e 148TH AVENE
k CENTERCENTER D C 120th D3 Station NE 16TH ST 136TH PL NE
130th 120TH
124TH 124TH AVENE K NE 12 Station e TH l S k s T e e D2E e y r BEL-RED RD C C AVE r y e From e e ls k e
C3T, C4A FromNE K C7E, C8E C1T, C2T
Source: City of Bellevue (2005), City of Redmond (2005), and King County (2006). Preferred Alternative Other Alternatives Traction Power Substation At-Grade Route At-Grade Route Station C D Segment Limit Elevated Route Elevated Route New and/or Expanded Exhibit 2-19 SCALE Retained-Cut Route Retained-Cut Route Park-and-Ride Lot Segment D, Bel-Red/Overlake Maintenance Facility § 0 0.25 Mile East Link Project Retained-Fill Route and Access Track 341526.H2.02.11.04_TB072008013SEA_East_Link_DEIS_Fall08/2-17_SegE_All_v2_08-20-08_fall08 . gr
Date: August 6, 2007 File Path: \\Bianca\Proj\SoundTransit\341526\GIS\MapDocuments\2007_06_DEIS\SpecialRequest\KickOff_0814\ALTERNATIVE_SegmentE_E4.mxd
161ST AVENE 161ST 166TH AVENE 166TH NE 85TH ST 202 THE SAMMAMISH NE RD WOODINVILLE EDGE RIVER Redmond REDMOND SKATE
TRAIL SITE Transit REDMOND- PARK Center AVONDALE RD NE ek r Cre Redmond NE 83RD ST Bea Transit Center Station E2 RTC BNSF Design NE 80TH ST NE UNION HILL RD E1 Option Downtown Redmond Station Bear Creek LUKE Park & Ride McREDMOND E1 LANDING E2 DUDLEY E1 NE REDMOND WAY 76TH CARTER NE ST LEARY WAY NE PARK E4 Redmond Town Center Station E2 E4 BEAR CREEK PKWY SE 202 OLD REDMO ND Redmond TOWN CENTER OPEN SPACE R Station D Bear Creek
E1 E2
MF5 MF5 152ND AVENE 152ND
W
161ST AVENE 161ST for 166TH AVENE 166TH for
L E1 E2
K NE 85TH ST 202
and NE RD WOODINVILLE S THE A E4 M EDGE E4
M Redmond REDMOND- A SKATE Transit M
I PARK Center S H Redmond NE 83RD ST P K Transit Center NE 60TH ST W Y Station MARYMOOR N E BNSFSa E2 RTC mm PARK am Design is h R Option iv er Redmond Segment E, E1 Town Center Station Downtown Redmond E1 E2 E4 Preferred Alternative LEARY WAY NEE4 E2 Marymoor Other Alternatives
NE 51ST ST E2 Redmond Transit Center Design Option E1 Redmond Way
E4 Leary Way 156TH 156TH AVENE Lake 520 Sammamish
BEL-RED RD
172ND 172ND AVENE At-Grade Elevated Retained-Cut Station Segment E NE 40TH ST Traction Power Segment !
D ! Substation !
! § B C Segment Limit
SCALE Profiles of non-preferred alternatives shown in gray. 0 0.25 Mile
Source: King County (2006). Preferred Alternative Other Alternatives Traction Power Substation Segment Limit At-Grade Route At-Grade Route Station Adjacent Elevated Route Elevated Route New and/or Expanded MaintenanceSegment Exhibit 2-20 Retained-Cut Retained-Cut Park-and-Ride Lot Facility and Segment E, Downtown Redmond Route Route D E Segment Limit Access Track East Link Project
2-7 DRAFT — For internal discussion only. Not reviewed or approved by or on behalf of any party. Chapter 2 Alternatives Considered
TABLE 2-3 Characteristics of Stations
Park-and-Ride Lot Total Parking Station Existing Parking Spaces Station Name Associated Alternative Location Profile Spaces (Configuration) Segment A, Interstate 90 Between Rainier and 23rd Rainier Preferred Alternative A1 At-grade None None Avenues South on I-90 Between 77th and 80th Mercer Island Preferred Alternative A1 At-grade 450 450 Avenues SE on I-90 Segment B, South Bellevue Preferred Alternative B2M and Approximately 1,400 South Alternatives B1, B2A, B2E, Along Bellevue Way at existing At-grade or 520 (surface and 4- to 5- Bellevue B3, and B3 -114th Extension park-and-ride elevated story structure) Design Option Alternative B2A and B2E and At-grade, SE 8th Street and 112th SE 8th Preferred Alternative B2M to retained cut, None None Avenue SE C9T or elevated 118th Avenue SE south of 1,030 (4-story 118th Alternative B7 elevated None SE 8th Street structure) Segment C, Downtown Bellevue Old Bellevue Alternative C1T Bellevue Way and Main Street Tunnel None None Preferred Alternatives C11A Tunnel, at- Bellevue and C9T and Alternatives On or near NE 6th Street at the grade, or None None Transit Center C1T, C2T, C3T, C4A, C7E, Bellevue Transit Center elevated C8E, C9A, and C14E Preferred Alternatives C11A b NE 8th Street and former BNSF Hospital and C9T and Alternatives Elevated None None Railway C1T, C2T, C9A, and C14E Ashwood/ Alternatives C3T, C4A, C7E, b Over I-405 on NE 12th Street Elevated None None Hospital and C8E Preferred Alternative C9T and a East of 112th Avenue SE south Elevated or East Main Alternatives C9A, C2T, C3T, None None of Main Street retained cut C4A, C7E, C8E, and C9A 108th Avenue SE south of Main 108th Preferred Alternative C11A Retained cut None None Street Segment D, Bel-Red/Overlake
b Preferred Alternative D2A and Approximately NE 15th Street At-grade or 300 (surface) (D2A 120th None Alternatives D2E and D3 at 122nd Avenue NE elevated only)
b Preferred Alternative D2A and Approximately NE 15th Street At-grade or 130th None 300 (surface) Alternatives D2E and D3 at 130th Avenue NE elevated Depending on the alternative, Overlake Preferred Alternative D2A and on or near 152nd Avenue NE At-grade or b 205 205 Village Alternatives D2E, D3, and D5 and near SR 520 or NE 24th retained cut Street Overlake Preferred Alternative D2A and NE 40th Street and 156th Transit At-grade 170 320 (3-story structure) b Alternatives D2E, D3, and D5 Avenue NE Center Segment E, Downtown Redmond Downtown Former BNSF Railway west of Preferred Alternative E2 At-grade None None Redmond Leary Way
2-20 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
TABLE 2-3 CONTINUED Characteristics of Stations
Park-and-Ride Lot Total Parking Station Existing Parking Spaces Station Name Associated Alternative Location Profile Spaces (Configuration) Alternatives E2 - Redmond Former BNSF Railway at Redmond b Transit Center Design Option, approximately 166th Avenue At-grade None None Town Center E1, and E4 NE Preferred Alternative E2 and Southeast of the SR 202 and Alternatives E2 - Redmond At-grade or 1,400 (5-story SE Redmond Redmond Way SR 520 None Transit Center Design Option, elevated structure) interchange E1, and E4 Redmond Alternative E2 - Redmond 161st Avenue NE at NE 83rd At-grade 380 380 Transit Center Transit Center Design Option Street
Note: Italicized alternatives signify Preferred Alternatives. a This indicates if connecting from Alternative B3, B3 - 114th Extension Design Option, or B7 for Preferred Alternative C9T or Alternative C2T, C3T, C4A, C7E, C8E, or C9A. Also, this indicates connecting from Preferred Alternative B2M for Preferred Alternative C9T as a design option, which would replace the SE 8th Station on Preferred Alternative B2M. b Could serve as an interim terminus station for phasing East Link Project development. Three hundred stalls would be provided at either the 130th Station or the 120th Station, but not at both.
Segment A: Interstate 90, Preferred Interstate Preferred Alternative A1 proceeds in the I–90 center 90 Alternative (A1) roadway to the Rainier Station east of the existing This segment has one alternative, Preferred Interstate 90 Rainier Valley Bus Stop. Pedestrian access to the Alternative (A1), which crosses Lake Washington and Rainier Station is from Rainier Avenue South via a connects Seattle and Mercer Island with Segment B, new retained-cut ramp and from 23rd Avenue South South Bellevue. This alternative has two stations, one via elevators and escalators/stairs. Preferred Alternative in Seattle and one on Mercer Island. Additional A1 then passes through the Mount Baker Tunnel, information on the proposed stations is provided in travels in an exclusive right-of-way in the center Table 2-3. Preferred Alternative A1 begins in the roadway on the floating bridge and continues to the Downtown Seattle Transit Tunnel at the International Mercer Island Station located between 77th and 80th District/Chinatown Station where it connects to the Avenues SE by the existing Mercer Island Park-and- Central Link light rail system. Ride (see Exhibit 2-21 for plan view of East Link on the I-90 bridge). The preferred pedestrian access is from From there, the alternative enters the D2 Bridge and both 77th and 80th Avenues SE. There is an option Roadway. The D2 Roadway is a ramp between (not preferred) to construct access from 80th Avenue Downtown Seattle and Rainier Avenue providing HOV access to I–90. Two potential operational options exist for this section of the D2 Roadway; the preferred option is where the roadway would operate as a joint light rail/bus facility with embedded track. The other option would operate light rail exclusively on the D2 Roadway. In both options, nontransit HOV automobiles would be prohibited. The existing Rainier Avenue bus flyer stop would remain on I–90 for either scenario. Joint operations would allow buses to bypass congestion in the I-90 general-purpose lanes during peak periods. Gates and other security devices would prevent nontransit vehicles from entering this segment of the D2 Roadway. Should a vehicle enter the bus queuing area, provisions would be made for the vehicle to exit back into the westbound I-90 mainline lanes (at the Rainier Avenue interchange) or turn around (at 5th Avenue) to leave the area. EXHIBIT 2-21 I-90 with Preferred Alternative A1
East Link Project Final EIS 2-21 July 2011 Chapter 2 Alternatives Considered
SE along with a new pedestrian bridge over the I-90 Floating Bridge Design Considerations eastbound lanes of I–90 to the station with direct Preferred Alternative A1 has several design connection from the Mercer Island Sculpture Garden considerations regarding the compatibility of light rail and Town Center Shopping district (approximately with the I-90 floating bridge. The Washington State 78th Avenue SE). A portion of the center roadway on Legislature Joint Transportation Committee the floating bridge would be dedicated to a WSDOT commissioned an independent review team (IRT) to maintenance road to allow continued access to the evaluate the bridge analysis. Specific concerns bridge pontoon hatches. Both the I-90 tunnels and the (described below) involve the expansion joints floating bridge would require modifications to between the approach bridges and the transition spans incorporate light rail. Modifications to the tunnels and between the transition spans and the floating would include adding wall dividers, drainage, and bridge, the additional weight of rail and trains on the ventilation. To equalize weight on the bridge from bridge pontoons, stray electrical currents, seismic installing steel rail, concrete barriers along the south upgrades, installation of light rail components on the side would be replaced with cable railing, and/or the bridge, and bridge maintenance changes. The IRT concrete surface might be made thinner by removing concluded that all issues identified as potentially the upper layers. Finally, to accommodate movement affecting feasibility can be addressed through project of the floating bridge in relation to the fixed approach design measures. bridge structure at both ends, a specialized rail Expansion Joints expansion joint would be installed on the bridge. The I-90 floating bridge includes land-based fixed From the Mercer Island Station to Segment B, Preferred spans connected by transition spans to the floating Alternative A1 continues along the I–90 center roadway midsection of the bridge. The existing traffic in exclusive right-of-way. Converting the center expansion joints between the fixed and floating roadway to light rail would close the existing ramps portions of the bridge allow for bridge movements, that connect the center roadway to the westbound and and the new light rail expansion joints would also eastbound general-purpose lanes near the Rainier need to accommodate these movements. Because this Avenue South interchange on the west and the East would be the first known example of rail operation on Channel bridge on the east. In addition, the ramps a floating bridge, Sound Transit compared the connecting both 77th Avenue SE and Island Crest Way anticipated movement on the I-90 bridge with the to the center roadway would be closed. Preferred movements of modern passenger rail suspension Alternative A1 would relocate the planned eastbound bridges, since suspension bridges have flexibility in HOV off-ramp to Mercer Island from 77th Avenue SE slight up-down and sideways movements, just as to Island Crest Way by connecting the existing water movements have on the floating bridge. This eastbound center roadway off-ramp to Island Crest comparison demonstrates that it is feasible to design a Way with the future eastbound HOV lane, which is light rail track system to accommodate the movements part of the I-90 Two-Way Transit and HOV Operations of the I-90 floating bridge. Sound Transit developed a Project. A second option would leave the planned conceptual design for the track expansion joints and eastbound HOV off-ramp to Mercer Island at 77th will further develop plans for early design and Avenue SE. Finally, a third option removes the prototyping of the joint, with continued coordination eastbound HOV off-ramp to Mercer Island altogether. with WSDOT during the design. The eastbound I-90 general purpose ramp to Additional East Link Weight 77th Avenue SE and the ramp from Island Crest Way WSDOT and Sound Transit conducted load testing in to the westbound I-90 general-purpose lanes would September 2005. Results of the load test confirmed remain open with the project. previous findings that the bridge can be structurally Four traction power substations (TPSS) are planned retrofitted to carry the loads associated with the light for Segment A, two on the Seattle side and two on rail system in addition to general roadway traffic. The Mercer Island. The first TPSS on the Seattle side is additional weight would not change the bridge’s located along the D2 Roadway near the intersection of ability to remain safe during storm events. South Norman Street and Poplar Place South. The Stray Currents second TPSS is located at the west end of the I-90 Stray electrical current from light rail operation could floating bridge. On Mercer Island, the first TPSS is corrode the steel bridge components. The project located at the east end of the I-90 floating bridge, would include up to three layers of protection: adjacent to a WSDOT maintenance facility. The second isolating the rail by constructing special insulating TPSS on Mercer Island is located near the Shorewood systems, installing a stray current collector mat, and Drive crossing of I-90 (see Exhibit 2-16).
2-22 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered potentially upgrading the cathodic protection system. attachments. However, the bridge deck has a dense Additionally, the project would place a monitoring fabric of reinforcing steel and post-tensioning cable. system on the bridge to monitor stray current levels. Therefore, if mechanical attachments are used, it is important to locate this steel to avoid damaging it. Seismic Upgrade Sound Transit has demonstrated that it can locate the Sound Transit would improve the earthquake steel using the proven method of ground-penetrating resistance of the structures in the corridor used by radar. Sound Transit would work with WSDOT to light rail. Structures assumed to be retrofitted include determine the most appropriate method for attaching the columns, bridge seats and restrainers for the light the rail components on the bridge. rail portions of the D2 Roadway, Rainier Avenue South overcrossing, approach spans to the floating Bridge Maintenance bridge, and the East Channel bridge, using the Some maintenance procedures might change with currently known FHWA/American Association of light rail on the bridge. Sound Transit would work State Highway Transportation Officials (AASHTO) with WSDOT to make sure that the bridge can policies, consistent with WSDOT’s own practices for continue to be maintained satisfactorily. retrofitting existing structures. Retrofits might involve Segment B: South Bellevue Alternatives in-water work to improve the earthquake resistance of Segment B has six alternatives that connect to the floating bridge approach spans and East Channel Downtown Bellevue in Segment C. The alternatives in bridge. The floating bridge is generally not vulnerable Segment B have one or two stations at three possible to seismic events due to the dampening effect of the locations: the South Bellevue Station, the SE 8th lake water. Station, and the 118th Station. Exhibit 2-17 shows the Light Rail Installation locations and overall features of the six alternatives, The rails are typically attached to a bridge by placing Exhibits 2-22 to 2-28 show details of each alternative, them on concrete plinth blocks. These, the overhead and Table 2-3 provides additional information on the catenary poles, and other pieces of rail equipment are proposed stations. normally attached to a bridge deck with mechanical
EXHIBIT 2-22 EXHIBIT 2-23 Preferred 112th SE Modified Alternative (B2M) to C11A Preferred 112th SE Modified Alternative (B2M) to C9T
East Link Project Final EIS 2-23 July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-24 EXHIBIT 2-25 Bellevue Way Alternative (B1) 112th SE At-Grade Alternative (B2A)
EXHIBIT 2-26 EXHIBIT 2-27 112th SE Elevated Alternative (B2E) 112th SE Bypass Alternative (B3)
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110th NE Tunnel Alternative (C9T). The following describes the two variations: When connecting to Preferred Alternative C11A, Preferred Alternative B2M transitions from a retained cut to at-grade on the east side of 112th Avenue SE. South of SE 15th Street, Preferred Alternative B2M crosses the northbound lanes of 112th Avenue SE at a gated crossing and continues north in the center of 112th Avenue SE at-grade until reaching Segment C at SE 6th Street. This variation does not have a SE 8th Station (Exhibit 2-23). When connecting to Preferred Alternative C9T, Preferred Alternative B2M transitions from retained cut to at-grade on the east side of 112th Avenue SE to the at-grade SE 8th Station north of SE 8th Street. If an East Main is selected for C9T, this station would not be built. From there, Preferred Alternative B2M remains at-grade until reaching Segment C at SE 6th Street (Exhibit 2-23). This variation of Preferred Alternative B2M has a gated crossing (preferred) or an option to close the Bellefield Office Park entrance at SE 15th Street. For both variations of Preferred Alternative B2M, a TPSS is located on the east side of Bellevue Way at SE EXHIBIT 2-28 BNSF Alternative (B7) 30th Street, near the Sweylocken boat launch. The Sound Transit Board identified Preferred 112th SE Bellevue Way Alternative (B1) Modified Alternative (B2M) as the Preferred Alternative in The Bellevue Way Alternative (B1) (see Exhibit 2-24) Segment B. This alternative was selected based on travels within the I–90 center roadway and continues technical analysis and input from the community. in the Bellevue Way SE HOV direct-access ramp under the westbound lanes of I–90 onto Bellevue Way at- Preferred 112th SE Modified Alternative (B2M) grade to the South Bellevue Station and Park-and– Preferred Alternative B2M (see Exhibits 2-22 and 2-23) is Ride; use of the westbound and eastbound HOV elevated in the I-90 center roadway, crosses over access ramps would be eliminated. Alternative B1 westbound I-90, and continues elevated on the east travels in the median of Bellevue Way SE up to side of Bellevue Way SE to the South Bellevue Station, Segment C at SE 6th Street. The South Bellevue Station located at the current South Bellevue Park-and-Ride; includes a four-story parking structure; however, only this alternative also maintains the westbound and about two stories appear above the grade of Bellevue eastbound I-90 HOV direct access ramps. Way. To maintain two travel lanes in either direction The South Bellevue Station includes a parking with light rail in the median, the stretch of Bellevue structure with up to five levels built on the site of the Way from north of the South Bellevue Station up to SE existing South Bellevue Park-and-Ride; however, only 6th Street would generally be widened to the west. three stories would be visible above Bellevue Way SE. However, north of the 112th Avenue SE intersection, After leaving the station, the route transitions to a the widening of Bellevue Way might fluctuate to retained cut on the east side of Bellevue Way within either side in some locations. There are two TPSSs for Mercer Slough Nature Park to the intersection of B1, one under I–90 where I–90 touches Bellevue and Bellevue Way SE and 112th Avenue SE. In front of the the other near SE 8th Street. Winters House the route is in a lidded retained cut 112th SE At-Grade Alternative (B2A) approximately 170 feet long. From this point, Preferred The 112th SE At-Grade Alternative (B2A) (see Alternative B2M has two variations that connect to one Exhibit 2-25) is elevated in the I–90 center roadway, of the Segment C Preferred Alternatives: one provides a crosses over westbound I–90, and touches down on connection to the Preferred 108th NE At-Grade the east side of Bellevue Way in an elevated profile. Alternative (C11A) and one connects with the Preferred With this alternative, the westbound ramp would be
East Link Project Final EIS 2-25 July 2011 Chapter 2 Alternatives Considered
maintained and the eastbound I–90 HOV ramp would The Alternative B3 - 114th Extension Design Option either be closed or be kept open by reconstructing the (Exhibit 2-27) is a design option to Alternative B3 that ramp and making other interchange modifications. An crosses the northbound lanes of 112th Avenue SE at a elevated station would be located at the South gated crossing north of the SE 15th Street intersection, Bellevue Park-and-Ride, with additional parking as then crosses Bellefield Office Park at-grade, transitions provided Alternative B1. After leaving the station, from at-grade to elevated structure, and extends the Alternative B2A transitions to at-grade in the median route at SE 8th Street farther east to 114th Avenue SE, of Bellevue Way, turning into the median of 112th then north along the east side of 114th Avenue SE. The Avenue SE and extending to SE 6th Street. extension travels through the Wilburton Park-and- Ride and then crosses 114th Avenue SE to connect to Additional right-of-way would be required along the Segment C. east side of Bellevue Way SE, both north and south of the Winters House, as well as across from the Winters BNSF Alternative (B7) House on the west side of the road. Also, 112th The BNSF Alternative (B7) (see Exhibit 2-28) is Avenue SE would be widened to the east and west elevated in the I–90 center roadway similar to within existing right-of-way to maintain existing Alternatives B2A, B2E, and B3, except that it crosses travel lanes. The profile of the SE 8th Station on 112th over westbound I-90 and the HOV off-ramp near Avenue SE depends on which alternative it connects Bellevue Way SE and moves to the north side of I–90. with in Segment C: a retained-cut station if connecting It continues eastbound elevated across Mercer Slough with the tunnel alternatives or an at-grade station if in a new 30-foot right-of-way until it turns north connecting with at-grade and elevated alternatives. inside the former BNSF Railway corridor. As with Alternatives B2A, B2E, and B3, the eastbound I–90 There are two TPSSs for Alternative B2A, one under I– HOV ramp would be closed or reconstructed and the 90 where I–90 touches Bellevue and the other at the SE westbound ramp would be retained with this 8th Station. alternative. When inside the former BNSF Railway 112th SE Elevated Alternative (B2E) right-of-way, Alternative B7 transitions to at-grade The 112th SE Elevated Alternative (B2E) (see until the former BNSF Railway corridor turns east Exhibit 2-26) is the same as Alternative B2A up to the over I-405, at which point Alternative B7 becomes South Bellevue Station and Park-and-Ride. After the elevated, veers west, and crosses 118th Avenue SE to station, Alternative B2E crosses to the west side of the 118th Station south of SE 8th Street. Automobile Bellevue Way SE until just south of the Bellevue Way and pedestrian access to the 118th Station would be SE/112th Avenue SE intersection, where the from 118th Avenue SE. This location is proposed as a alternative crosses over to continue along the east side new four-story park-and-ride structure that would of 112th Avenue SE to SE 6th Street. The SE 8th Station replace the existing Wilburton Park-and-Ride. is elevated for Alternative B2E. Most of the additional Alternative B7 continues northward, adjacent to the right-of-way would be required along the west side of I-405 right-of-way, up to SE 6th Street. There are two Bellevue Way SE north of the South Bellevue Station TPSSs for Alternative B7, one under I–90 where I–90 and on the east side of 112th Avenue SE just south and touches Bellevue and the other at the 118th Station. north of SE 8th Street. There are two TPSSs for After the 2008 Draft EIS was published, the I-405 Alternative B2E, one under I–90 where I–90 touches South Bellevue Widening Project removed the Bellevue and the other at the SE 8th Station. Wilburton Tunnel over I-405 and widened I-405 to the 112th SE Bypass Alternative (B3) west near the Alternative B7 alignment. This widening The 112th SE Bypass Alternative (B3) (see Exhibit 2-27) changed the topography near the alignment for follows the same route as Alternatives B2A and B2E to approximately 500 feet, which changed this part of the the South Bellevue Park-and-Ride. North of the park- alternative from at-grade to elevated; the alternative’s and-ride, Alternative B3 mimics Alternative B2A in horizontal alignment, however, was not changed. The profile and right-of-way requirements, except that it I-405 South Bellevue Widening Project also becomes elevated along 112th Avenue SE, south of constructed sound walls between I-405 and some SE 8th Street, and then turns northeast in new right-of- residences along 118th Avenue SE. way behind commercial buildings and up to SE 6th As described earlier, the former BNSF Railway Street; this alternative does not include a SE 8th corridor is railbanked. Exhibit 2-29 depicts a Station. There are two TPSSs for Alternative B3, one conceptual cross-section of the former BNSF Railway under I–90 where I–90 touches Bellevue and the other corridor showing an at-grade light rail route and a north of SE 8th Street.
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EXHIBIT 2-29 At-Grade Track with Planned Trail in Former BNSF Railway Corridor (looking north) future pedestrian/bicycle trail or rail use, which would be constructed by others. Segment C: Downtown Bellevue This segment has ten alternatives through Downtown Bellevue, crossing I-405 to connect with Segment D at NE 12th Street. The Segment C alternatives connect with most of the Segment B alternatives, although the
Bellevue Way Tunnel Alternative (C1T) connects only EXHIBIT 2-30 with the Bellevue Way Alternative (B1), and the 110th Preferred 108th NE At-Grade Alternative (C11A) NE Elevated (C8E) and the 114th NE Elevated (C14E) Alternatives connect only with Alternatives B3 In the following descriptions of alternatives, the (including the B3 - 114th Extension Design Option) connectors are described where applicable, then the and B7. Each alternative in this segment has two or mainline portion of the alternative is described. The three stations at six possible locations: Old Bellevue, descriptions of the connectors end at the common 108th, Bellevue Transit Center, Hospital, point where the mainline description continues. Ashwood/Hospital, and East Main stations. Preferred 108th NE At-Grade Alternative (C11A) Exhibit 2-18 shows the locations and overall features Preferred Alternative C11A (see Exhibit 2-30) travels of the ten alternatives, and Exhibits 2-30 to 2-41 show from Segment B at-grade north along 108th Avenue details of each alternative. Additional information on NE, turns east at NE 6th Street, and crosses over I-405 the proposed stations is provided in Table 2-3. to connect with the Segment D alternatives. As discussed previously, the Sound Transit Board Connectors from Segment B: identified two preferred alternatives in Segment C in From Preferred Alternative B2M, Preferred April and July 2010: Preferred 108th NE At-Grade Alternative C11A transitions from center-running Alternative (C11A) and Preferred 110th NE Tunnel on 112th Avenue SE to side-running on the west Alternative (C9T). Preferred Alternative C11A is at-grade side, crossing the southbound lanes south of SE in Downtown Bellevue, while Preferred Alternative C9T 6th Street. It continues north from SE 6th Street, is in a tunnel in Downtown Bellevue. Preferred remaining at-grade along the west side of 112th Alternative C9T is preferred based on a term sheet (a Ave SE, transitioning from an at-grade profile to preliminary agreement) executed between Sound retained fill on the west side of 112th Avenue SE, Transit and the City of Bellevue related to finding and then becomes elevated to cross SE 1st Place additional funding sources and scope reductions that and turns west. Preferred Alternative C11A then would decrease the affordability gap between Preferred travels on the south side of Main Street in a Alternative C11A and this tunnel alternative. Preferred retained fill to the 108th Station between 108th and Alternative C11A is preferred if additional funding and 110th Avenues. scope reductions cannot be found to afford the tunnel.
East Link Project Final EIS 2-27 July 2011 Chapter 2 Alternatives Considered
From Alternatives B3, B3 - 114th Extension Design Option, and B7, the connectors are elevated and converge to a single route just north of SE 6th Street. The connector then heads northwest, crossing over 112th Avenue SE to travel along the south side of Main Street to the 108th Station. From the 108th Station, Preferred Alternative C11A turns north at-grade, crossing Main Street to the center of 108th Avenue NE. At NE 6th Street, Preferred Alternative C11A turns east along the center of NE 6th Street to the at-grade Bellevue Transit Center Station, located at the existing Bellevue Transit Center between 108th and 110th Avenues NE. Preferred Alternative C11A then crosses 110th Avenue NE at-grade and transitions to a retained fill and then to an elevated profile between 110th and 112th Avenues NE before crossing 112th Avenue NE. Preferred Alternative C11A transitions from center-running on NE 6th Street between 110th and 112th Avenues NE to the north side of NE 6th Street before crossing I-405 and 116th Avenue NE. Preferred Alternative C11A then turns north along the former BNSF Railway corridor to cross NE 8th Street and reach the elevated Hospital Station before connecting with Segment D alternatives from the former BNSF Railway corridor. The Hospital Station would not preclude the development of a EXHIBIT 2-31 pedestrian or trail connection over NE 8th Street that Preferred 110th NE Tunnel Alternative (C9T) would be designed and constructed by others. There is only one TPSS for Preferred Alternative C11A, located elevated East Main Station south of Main Street. near the intersection of Main Street and 112th Avenue The connector then crosses over 112th Avenue SE SE. to travel along the south side of Main Street and enter the tunnel portal on Main Street. Preferred 110th NE Tunnel Alternative (C9T) Preferred Alternative C9T (see Exhibit 2-31) travels from From the tunnel portal on Main Street, Preferred Segment B in a tunnel north along 110th Avenue NE, Alternative C9T continues on the south side of Main turns east at NE 6th Street, and crosses over I-405 to Street before turning north under 110th Avenue NE. connect with the Segment D alternatives. Preferred Alternative C9T includes the Bellevue Transit Center Station at NE 4th Street. From this station, Connectors from Segment B: Preferred Alternative C9T continues north to NE 6th From Preferred Alternative B2M, Preferred Street, where it turns east and transitions to an Alternative C9T begins on the east side of elevated profile in the center of NE 6th Street, and 112th Avenue SE at SE 6th Street and then then swings to the north side of NE 6th Street to cross transitions to the west side of 112th Avenue SE at 112th Avenue NE, I-405, and 116th Avenue NE. SE 6th Street. Preferred Alternative C9T then travels Preferred Alternative C9T then turns north along the at-grade on the west side of 112th Avenue SE former BNSF Railway corridor to cross NE 8th Street before turning west at Main Street to enter the and reach the elevated Hospital Station; it then tunnel portal on Main Street. This connector connects with Segment D alternatives from the former requires realigning SE 4th Street through Surrey BNSF Railway corridor. The Hospital Station would Downs Park to connect to 112th Avenue SE farther not preclude development of a pedestrian or trail south, forming a four-way intersection at SE 6th connection over NE 8th Street that would be designed Street. and constructed by others. There is only one TPSS for From Alternatives B3, B3 - 114th Extension Design Preferred Alternative C9T, located near the intersection Option, and B7, the connectors are elevated and of Main Street and 112th Avenue SE. converge to a single route just north of SE 6th Street. The connector then heads northwest to the
2-28 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
Preferred Alternative C9T also has a design option, trail connection over NE 8th Street that would be Alternative C9T – East Main Station Design Option, designed and constructed by others. There is only one which would include an at-grade station just south of TPSS for Alternative C1T, located under the elevated the intersection of 112th Avenue SE and Main Street guideway near NE 8th Street. on the west side of 112th Avenue SE (see Exhibit 2-31). This design option would only be implemented with a 106th NE Tunnel Alternative (C2T) connection to Preferred Alternative B2M. Under this The 106th NE Tunnel Alternative (C2T) (see configuration, the SE 8th Station on Preferred Exhibit 2-33) travels from Segment B in a tunnel under Alternative B2M would not be built. 106th Avenue NE, turns east at NE 6th Street, and crosses over I-405 to connect with the Segment D Bellevue Way Tunnel Alternative (C1T) alternatives. The Bellevue Way Tunnel Alternative (C1T) (see Exhibit 2-32) continues at-grade in the median of Connectors from Segment B: Bellevue Way SE from Alternative B1, then transitions From Alternative B2A, Alternative C2T transitions to a tunnel in a retained cut from approximately SE 4th into a retained cut, then into a tunnel in the median Street to SE 2nd Street. C1T continues in a tunnel to the of 112th Avenue SE before turning northwest under underground Old Bellevue Station between Main Street the Surrey Downs Park, on the District Court and NE 2nd Street. The alternative turns east at NE 6th House side, and travels diagonally to connect to Street under the Bellevue Arts Museum to an 106th Avenue NE at Main Street. underground station at the Bellevue Transit Center. From Alternative B2E, elevated on the east side of Alternative C1T exits the tunnel after 110th Avenue NE 112th Avenue, the connector turns west at Main in an elevated profile in the median of NE 6th and Street and descends into a tunnel west of 112th crosses 112th Avenue NE, I-405, and 116th Avenue NE Avenue SE along the south side of Main Street, before turning north inside the former BNSF Railway where it turns to align under 106th Avenue NE. corridor. The Hospital Station is elevated just north of NE 8th Street. Alternative C1T then descends to an at- . From Alternatives B3 and B7, the connector grade profile to cross under NE 12th Street, where it converges in new right-of-way just south of Main connects to Segment D alternatives. The Hospital Street to the retained-cut East Main Station. From Station could include development of a pedestrian or there, the connector turns west at Main Street and
EXHIBIT 2-32 EXHIBIT 2-33 Bellevue Way Tunnel Alternative (C1T) 106th NE Tunnel Alternative (C2T) East Link Project Final EIS 2-29 July 2011 Chapter 2 Alternatives Considered
descends into a tunnel under 112th Avenue SE along the south side of Main Street, where it turns under a small retail complex to align under 106th Avenue NE. North of Main Street, Alternative C2T continues under 106th Avenue NE in a tunnel and turns east under NE 6th Street to the underground Bellevue Transit Center Station. From this point eastward, the Alternative C2T route is identical to Alternative C1T as it connects to Segment D alternatives. There is only one TPSS for Alternative C2T, located under the elevated guideway near NE 8th Street. 108th NE Tunnel Alternative (C3T) The 108th NE Tunnel Alternative (C3T) (see Exhibit 2-34) travels from Segment B in a tunnel under 108th Avenue NE, turns east at NE 12th Street, and crosses I-405 to connect with the Segment D alternatives. Connectors from Segment B: From Alternative B2A, Alternative C3T transitions into a retained cut, then tunnels in the median of 112th Avenue SE before turning northwest under the Surrey Downs Park/District Court House site and diagonally to where it connects to 108th Avenue NE at Main Street. EXHIBIT 2-34 108th NE Tunnel Alternative (C3T) From Alternative B2E, elevated on the east side of 112th Avenue, the connector turns west at Main just east of I-405. There is only one TPSS for Street and descends into a tunnel west of 112th Alternative C3T, located at the Ashwood/Hospital Avenue SE along the south side of Main Street, Station east of I-405 and north of NE 12th Street. where it turns in an easement under 108th Avenue Couplet Alternative (C4A) NE. The Couplet Alternative (C4A) (see Exhibit 2-35) From Alternatives B3 and B7, the connectors travels from Segment B at-grade with a northbound converge into a new right-of-way west of I-405; track on 110th Avenue NE and southbound track on then, south of Main Street, the connector descends 108th Avenue NE. It turns east at NE 12th Street and into a retained-cut to East Main Station. From crosses I-405 to connect with the Segment D there, the connector turns west at Main Street and alternatives. descends into a tunnel under 112th Avenue SE Connectors from Segment B: along the south side of Main Street, where it turns From Alternative B2A, the connector transitions under 108th Avenue NE. from an at-grade to elevated profile on the east North of Main Street, Alternative C3T continues along side of 112th Avenue. The connector turns west at 108th Avenue NE in a tunnel to the underground Main Street and returns at-grade along the south Bellevue Transit Center Station. The alternative side of the road, with single tracks to 110th and continues north until turning east onto the north side 108th Avenues NE. of NE 12th Street. The exit portal is at approximately From Alternative B2E, elevated on the east side of 110th Avenue NE, and then the guideway transitions 112th Avenue, the connector is the same as to an elevated profile to cross over 112th Avenue NE Alternative B2A. and I-405 with the Ashwood/Hospital Station located
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EXHIBIT 2-36 C4A, At-Grade, Side Running on 110th and 108th Avenue NE
through the intersection. Operating light rail vehicles in the opposite direction as automobile traffic would also allow two-way bus service in a joint-use lane between NE 4th and NE 8th Streets in Downtown Bellevue. The Bellevue Transit Center Station would be on 108th and 110th Avenues NE south of NE 6th Street. The couplet would combine into a double track going east north of NE 12th Street in an elevated profile to cross over 112th Avenue NE and I-405, with EXHIBIT 2-35 the Ashwood/Hospital Station located just east of Couplet Alternative (C4A) I-405. There would be only one TPSS for Alternative C4A, located at the Ashwood/Hospital Station east of From Alternatives B3 and B7, the connectors I-405 and north of NE 12th Street. converge just south of Main Street to the elevated 112th NE Elevated Alternative (C7E) East Main Station. From there, the connector turns The 112th NE Elevated Alternative (C7E) (see west at Main Street, crosses over 112th Avenue SE, Exhibit 2-37) travels from Segment B, elevated along and descends to an at-grade profile along the south 112th Avenue, turns east at NE 12th Street, and crosses side of Main Street, with tracks to 110th and 108th I-405 to connect with the Segment D alternatives. Avenues NE. Connectors from Segment B: Between Main Street and NE 12th Street, Alternative C4A is an at-grade couplet using 110th and 108th From Alternative B2A, an at-grade to elevated Avenues NE. The northbound track on 110th Avenue profile on the east side of 112th Avenue SE, the NE would remove one lane of traffic and 110th would connector crosses Main Street. become one-way in the southbound direction (Exhibit From Alternative B2E, elevated on the east side of 2-36). The southbound track on 108th Avenue NE 112th Avenue SE, the connector is the same as would remove one lane of traffic and assumes that Alternative B2A. 108th would become one way in the northbound From Alternatives B3 and B7, the connectors converge direction. Under Alternative C4A, the light rail would just south of Main Street to an elevated East Main run counterflow to automobile traffic on 108th and Station. From there, the connector turns northwest 110th Avenues NE, which would improve visibility along the east side of 112th Avenue SE and crosses with automobiles and provide protected movement Main Street.
East Link Project Final EIS 2-31 July 2011 Chapter 2 Alternatives Considered
North of Main Street, Alternative C7E is an elevated profile along the east side of 112th Avenue SE, with the Bellevue Transit Center Station south of NE 6th Street and a pedestrian overpass connecting to the Bellevue Transit Center. Alternative C7E continues elevated, turning east at NE 12th Street to cross over 112th Avenue SE and I-405, with the Ashwood/Hospital Station located just east of I-405. There is only one TPSS for Alternative C7E, located at the Ashwood/Hospital Station east of I-405 and north of NE 12th Street. 110th NE Elevated Alternative (C8E) The 110th NE Elevated Alternative (C8E) (see Exhibit 2-38) travels from Segment B adjacent to 114th Avenue/I-405, turns west at NE 2nd Street and north elevated along 110th Avenue NE, turns east at NE 12th Street, and crosses I-405 to connect with the Segment D alternatives. Connectors from Segment B: From Alternatives B3 and B7, the connectors converge just south of Main Street to the elevated East Main Station. From there, the connectors continue north over Main Street adjacent to I- 405/114th Avenue. EXHIBIT 2-37 North of Main Street, Alternative C8E is an elevated 112th NE Elevated Alternative (C7E) profile adjacent to 114th Avenue NE/ I-405, turning west at NE 2nd Street, crossing over 112th Avenue NE, and turning north at 110th Avenue NE to the median of the road and to an elevated Bellevue Transit Center station south of NE 6th Street. Alternative C8E continues elevated in the median of 110th Avenue NE, turning east at NE 12th Street to cross over 112th Avenue NE and I-405, with the Ashwood/Hospital Station located over I-405. There is only one TPSS for C8E, located under the elevated guideway after the I-405 crossing, north of NE 12th Street. 110th NE At-Grade Alternative (C9A) 110th NE At-Grade Alternative (C9A) (see Exhibit 2-39) travels from Segment B at-grade north along 110th Avenue NE, turns east at NE 6th Street, and crosses over I-405 to connect with the Segment D alternatives. Connectors from Segment B: From Alternative B2A, Alternative C9A begins at- grade in the center of 112th Avenue SE and transitions to retained fill just north of SE 6th Street. The alternative then transitions to elevated and curves slightly to the east side of 112th Avenue SE before turning west and crossing over 112th Avenue SE and transitioning to at-grade along Main Street. This connector requires widening 112th Avenue SE to the east for EXHIBIT 2-38 110th NE Elevated Alternative (C8E)
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northbound traffic where the profile is at-grade and transitioning to elevated. Once the connector is elevated, northbound traffic travels under the elevated portions before 112th Avenue SE rejoins the original alignment. From Alternatives B3, B3 - 114th Extension Design Option, and B7, the connectors are elevated and converge to a single route just north of SE 6th Street. The connector then heads northwest to the elevated East Main Station south of Main Street. The connector then crosses over 112th Avenue SE to travel west along the south side of Main Street. Alternative C9A heads west on the south side of Main Street at-grade before turning north in the center of 110th Avenue NE and traveling at-grade in the center of the street to NE 6th Street, where it turns east to a Bellevue Transit Center Station located between 110th and 112th Avenues NE. From the station, this alternative travels east in an elevated profile over 112th Avenue NE, I-405, and 116th Avenue NE. Alternative C9A then turns north along the former BNSF Railway corridor to cross NE 8th Street and reach the elevated Hospital Station, then connects with Segment D alternatives from the former BNSF Railway corridor. The Hospital Station could include development of a pedestrian or trail connection over EXHIBIT 2-39 110th NE At-Grade Alternative (C9A) NE 8th Street that would be designed and constructed by others. There is only one TPSS for Alternative C9A, located near the Hospital Station. 114th NE Elevated Alternative (C14E) The 114th NE Elevated Alternative (C14E) (see Exhibit 2-40) travels from Segment B adjacent to 114th Avenue/I-405, turns east to cross I-405 between NE 6th Street and NE 8th Street, and connects with the Segment D alternatives. Connectors from Segment B: From Alternatives B3, B3 - 114th Extension Design Option, and B7, the connectors are elevated and converge to a single route just north of SE 6th Street. The connector then heads north, crossing over Main Street just west of and adjacent to I-405/114th Avenue NE. This alternative does not include the East Main Station. North of Main Street, Alternative C14E is elevated the entire distance and crosses over I-405 beginning at NE 6th Street. The Bellevue Transit Center Station is located on an elevated structure above 114th Avenue NE, between NE 4th and 6th Streets, east of the existing Bellevue Transit Center. To provide better access from the existing Bellevue Transit Center, a moving sidewalk connects the station to City Hall Plaza, located across the street from the Bellevue EXHIBIT 2-40 114th NE Elevated Alternative (C14E) East Link Project Final EIS 2-33 July 2011 Chapter 2 Alternatives Considered
Transit Center. Under Alternative C14E, a 200-space underground parking structure could be implemented by others as part of a larger development project on nearby property. After crossing I-405, Alternative C14E crosses 116th Avenue NE in an elevated profile and then turns north in the former BNSF Railway corridor to an elevated Hospital Station. The Hospital Station could include development of a pedestrian or trail connection over NE 8th Street that would be designed and constructed by others. There is only one TPSS for Alternative C14E, located near the Hospital Station. Interim Termini in Segment C The East Link Project might be constructed in phases, depending on available funding or other factors. In Segment C, an interim terminus might be located at the Hospital Station or Ashwood/Hospital Station, depending on the alternative selected. However, operational plans might require constructing a maintenance facility. The closest of the proposed maintenance facility alternative sites is in Segment D, so an access track and maintenance facility would be built beyond Segment C under this phasing scenario. In addition, an interim terminus would require storage tracks up to 850 feet beyond the station platform for temporary layover of a four-car train. The preferred location for these storage tracks would be an extension within the former BNSF Railway corridor, north of the Hospital Station. City of Bellevue’s Proposed B7-Revised (B7R) In response to the Draft EIS and the SDEIS, the City of Bellevue developed conceptual designs for EXHIBIT 2-41 modifications to Alternative B7 connecting to Preferred City of Bellevue Proposed B7/C9T Revised (B7R) Alternative C9T and referred to this set of modifications as B7R (see Exhibit 2-41). The City of parking garage and transit center on the west side of Bellevue also commissioned a preliminary study of the Bellevue Way SE in the Enatai neighborhood (Exhibit B7R modifications (City of Bellevue’s B7R Interim 2-41). The A2 Station replaces the 118th Station of Analysis Report [2011] in Appendix K). While the City’s Alternative B7, and the South Bellevue Park-and-Ride study was not as detailed as the environmental work Lot is assumed to be closed. Roadway access to the A2 prepared by Sound Transit (and in some areas it used Station parking garage and transit center would be different methodologies), information from the study from Bellevue Way SE and 113th Avenue SE and is included and discussed in Chapter 7 for purposes of would require a new overpass over Bellevue Way SE. comparison. The B7R is compared with the B7R modifies the Preferred Alternative C9T route by combination of Alternative B7 and Preferred Alternative crossing under Main Street north of the East Main C9T in Chapter 7. Station and then enters a tunnel north of Main Street that turns west at NE 2nd Street and connects to the The B7R, studied by the City of Bellevue, follows the Bellevue Transit Center Station, as opposed to same general route as Alternative B7 and Preferred Preferred Alternative C9T, which enters a tunnel portal Alternative C9T except the route between the East Main at the southwest corner of Main Street and 112th Station and the Bellevue Transit Center Station is Avenue. B7R includes East Main and Bellevue Transit different than C9T. B7R has a light rail station Center Stations. While not studied by the City of (referred to as the A2 Station) located adjacent to and Bellevue, the extension north to the Hospital Station is north of I-90 over the I-90/Bellevue Way SE assumed to be the same as with Preferred Alternative interchange, with a pedestrian walkway to a new C9T.
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Segment D: Downtown Bellevue to Overlake Transit Center Station, the route descends into a Transit Center retained-cut profile on the east side of SR 520 and There are four alternatives in Segment D, which serve crosses under NE 40th Street before connecting with both the City of Bellevue’s Bel-Red Corridor and all Segment E alternatives. Redmond’s Overlake Village planning areas. All Any station on Preferred Alternative D2A might serve as Segment D alternatives begin with connections from an interim terminus, which would include tracks either the north side of NE 12th Street across 116th north of the station for train storage and turnback Avenue NE or from the former BNSF Railway corridor operations. However, the preferred location for these coming from NE 6th Street. These are referred to storage tracks would be in the former BNSF Railway below as connections from “NE 12th” or “former corridor north of the Segment C/D break. If such a BNSF.” Segment D alternatives have between two and feature were built at an interim terminus station, then four stations at four possible locations: the 120th, the project might also include parking for operators, 130th, Overlake Village, and Overlake Transit Center and office/storage space for light maintenance stations. Preferred NE 16th At-Grade (D2A), NE 16th activities such as cleaning interiors of vehicles. Elevated (D2E), and NE 20th (D3) Alternatives have Preferred Alternative D2A also includes two design the option of building either the 120th Station or the options (as shown in Exhibit 2-42). The Alternative D2A 130th Station, or building both stations. Exhibit 2-19 - 120th Station Design Option follows the same shows the locations and overall features of the horizontal alignment between 120th and 124th Avenues Segment D alternatives, and Exhibits 2-42 to 2-45 show NE, but it is at-grade instead of in a retained cut, with an details of each alternative. Additional information on at-grade 120th Station, then transitions to elevated over the proposed stations is provided in Table 2-3. The 124th Avenue NE. The Alternative D2A - NE 24th Sound Transit Board identified the Preferred NE 16th Design Option leaves the SR 520 corridor at NE 24th At-Grade Alternative (D2A) as the preferred alternative Street and runs elevated along the north side of NE 24th in Segment D. Street. After crossing 148th Avenue NE, D2A - NE 24th Preferred NE 16th At-Grade Alternative (D2A) Design Option turns north, then becomes at-grade along Preferred Alternative D2A (see Exhibit 2-42) travels the west side of 152nd Avenue NE to the Overlake parallel to and north of a new NE 15th Street corridor Village Station, then continues north to rejoin the SR 520 east from the former BNSF Railway corridor in a right-of-way. There are three TPSSs for Preferred mixed at-grade, retained-cut, and elevated profile. Alternative D2A: one near the 120th Station, one located Preferred Alternative D2A leaves the former BNSF under the elevated guideway at NE 24th Street, and a Railway corridor at-grade and then transitions to a third at the Overlake Transit Center Station. retained cut under 120th Avenue NE to a retained-cut NE 16th Elevated Alternative (D2E) 120th Station. After leaving the 120th Station, the route The NE 16th Elevated Alternative (D2E) (see continues in a retained cut under 124th Avenue NE Exhibit 2-43) is approximately an elevated version of before transitioning to an elevated profile over the Preferred Alternative D2A until 132nd Avenue NE, West Tributary of Kelsey Creek and then returns to the where Alternative D2E crosses to the south side of NE at-grade 130th Station. This alternative would also 16th Street, requiring street widening, then transitions construct a surface park-and-ride lot at either the 120th to the west side of 136th Place NE, also requiring or the 130th Station, but not at both stations. Preferred about 10 feet of street widening. Just north of NE 20th Alternative D2A continues at-grade on NE 16th Street, Street, D2E has a similar route to the Alternative D2A - turns north at 136th Place NE, and crosses NE 20th NE 24th Design Option, except D2E remains on the Street at-grade until it transitions to an elevated south side of NE 24th Street before turning north structure along the south side of SR 520. This along the west side of 152nd Avenue NE. There are alternative then continues northeast to the Overlake two TPSSs for D2E: one located under the elevated Village Station west of 152nd Avenue NE, next to SR guideway north of NE 20th Street and another at the 520, and transitions to a retained-cut profile after the Overlake Transit Center Station. station until reaching the retained-cut Overlake NE 20th Alternative (D3) Transit Center Station, which includes a proposed The NE 20th Alternative (D3) (see Exhibit 2-44) follows four-story parking structure. approximately the same route as Preferred Alternative Two bicycle/pedestrian bridges connecting to the D2A until Alternative D3 approaches NE 20th Street, north side of SR 520 are being considered and would where it turns east into the median of NE 20th Street at- be funded by others at the Overlake Village and grade, requiring widening on either side of the road, Overlake Transit Center Stations. From the Overlake then into a retained cut east of 140th Avenue NE.
East Link Project Final EIS 2-35 July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-42 EXHIBIT 2-44 Preferred Alternative D2A NE 20th Alternative (D3)
EXHIBIT 2-43 EXHIBIT 2-45 NE 16th Elevated Alternative (D2E) SR 520 Alternative (D5)
July 2011
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East Link Project Final EIS Chapter 2 Alternatives Considered
Alternative D3 remains in a retained-cut profile, heading Alternatives in this segment have either two or three north at 152nd Avenue NE, and transitions to an at- stations at these potential locations: Redmond Town grade center-running route just south of NE 24th Street. Center, SE Redmond, Downtown Redmond, and 152nd Avenue NE would be widened to the east and Redmond Transit Center. Exhibit 2-20 shows the west. The alternative continues north to Overlake locations and overall features of the Segment E Village and then is similar to the D2A - NE 24th Design alternatives, and Exhibits 2-46 to 2-48 show details of Option profile and station descriptions, except that D3 is each alternative and the design option. Additional in the median of 152nd Avenue NE and the Overlake information on the proposed stations is provided in Village Station is closer to NE 24th Street. There are two Table 2-3. The Sound Transit Board identified Preferred TPSSs for Alternative D3: one located adjacent to the Marymoor Alternative (E2) as the preferred alternative route at the intersection of 136th Place NE and NE 20th in Segment E. Street, and another at the Overlake Transit Center Preferred Marymoor Alternative (E2) Station. Preferred Marymoor Alternative (E2) (Exhibit 2-46) SR 520 Alternative (D5) travels parallel to and east of SR 520 in a combination The SR 520 Alternative (D5) (see Exhibit 2-45) is elevated of retained-cut and at-grade profiles and transitions to from the north side of NE 12th Street, or at-grade in the an elevated profile on the south side of SR 520 on a former BNSF Railway corridor, turns east at new bridge over the Sammamish River. Preferred approximately NE 20th Street, crosses Northup Way, Alternative E2 then descends to at-grade, straddling the and continues east on the south side of SR 520. The SR 520 right-of-way and Marymoor Park property line alternative crosses over NE 24th Street and then to the SE Redmond Station on the south side of the SR transitions into a retained-cut profile under 148th 520 and SR 202 interchange. This station includes a Avenue NE and then into the retained cut/at-grade park-and-ride with a structured parking garage. station at the Overlake Village Station behind the After the SE Redmond Station, Preferred Alternative E2 Safeway store or at the Overlake Village Station at NE turns northwest, goes under the SR 520 and SR 202 25th Street along the west side of 152nd Avenue NE. interchange, and enters the former BNSF Railway From 152nd Avenue NE, Alternative D5 is similar to the corridor elevated over Bear Creek. Preferred Alternative D2A - NE 24th Design Option, going to Segment E. There are two TPSSs for Alternative D5: one located under the elevated guideway east of 140th Avenue NE and another at the Overlake Transit Center Station. Interim Termini in Segment D Depending on available funding, buildout of the selected alternative in Segment D may have an interim terminus at any of the proposed stations. This would include access tracks to connect with a maintenance facility within Segment D, if one is constructed. In addition, an interim terminus would require storage tracks up to 850 feet beyond the terminus station platform for temporary layover of a four-car train. Segment E: Overlake Transit Center to Downtown Redmond Three alternatives are considered for Segment E. All Segment E alternatives follow one route from Segment D along the south side of SR 520 until they split into three different routes accessing Downtown Redmond. From the Overlake Transit Center, all Segment E alternatives follow the south side of SR 520 and under NE 40th Street, NE 51st Street, and NE 60th Street in a retained-cut profile. The three alternatives split into three different routes at the SR 520 interchange with West Lake Sammamish Parkway. The Preferred Marymoor Alternative (E2) crosses the interchange to continue east along the south side of SR 520. EXHIBIT 2-46 Preferred Marymoor Alternative (E2)
East Link Project Final EIS 2-37 July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-47 EXHIBIT 2-48 Redmond Way Alternative (E1) Leary Way Alternative (E4)
E2 then becomes at-grade to cross 170th Avenue NE freight/commuter rail, local and regional utilities, the and continue in the former BNSF Railway corridor to trail, and automobile traffic on NE 76th Street as well the Downtown Redmond Station and terminates as East Link light rail. Preferred Alternative E2 also has northwest of Leary Way. An 800-foot-long tail track a design option, Alternative E2 - Redmond Transit extends past the station for train layovers and Center Station Design Option, that has a station at turnbacks. This tail track includes a maintenance Redmond Town Center, after which the route would building and an employee parking lot with turn north on 161st Avenue NE in the center of the approximately 20 parking stalls. roadway, with a terminus station at the Redmond Transit Center. An 800-foot-long tail track extends past There are two TPSSs for Preferred Alternative E2: one the station for train layovers (see Exhibit 2-46). located under the elevated guideway near the West Lake Sammamish Parkway/SR 520 interchange and Redmond Way Alternative (E1) another along the former BNSF Railway corridor near The Redmond Way Alternative (E1) becomes elevated 166th Avenue NE. and crosses north over SR 520 (see Exhibit 2-47), follows the northwest side of West Lake Sammamish The alignment of Preferred Alternative E2 in Downtown Parkway, and turns northeast on the south side of Redmond as shown in Appendix G1 (Conceptual Redmond Way in a new bridge structure over the Design Drawings) and the City of Redmond’s Central Sammamish River. Alternative E1 continues along Connector Master Plan, to be adopted in June 2011, are Redmond Way and turns southeast into an at-grade not entirely consistent primarily because of City plans profile in the former BNSF Railway corridor to for utility upgrades and the regional trail extension in Redmond Town Center Station at NE 76th Street, then the former BNSF Railway corridor and NE 76th Street transitions to an elevated structure over Bear Creek rights-of-way. When funding is available to advance and the SR 520/ SR 202 interchange to the terminus, the design work for Segment E, Sound Transit will SE Redmond Station. This station includes a four-story work with the City of Redmond to adjust the design park-and-ride facility in the industrial park adjacent to within the BNSF and NE 76th Street right-of-way to the former BNSF Railway corridor. An 800-foot-long accommodate the potential for future tail track extends past the station for train layovers.
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There are two TPSSs for E1: one located under the be needed with full buildout of the East Link Project. elevated guideway adjacent to West Lake Sammamish A second light rail storage and light maintenance Parkway and another at the SE Redmond Station. facility was funded as part of ST2 to support systemwide expansion, with funding contributions Leary Way Alternative (E4) from the King County and Snohomish County The Leary Way Alternative (E4) (see Exhibit 2-48) subareas. This facility’s location will be determined crosses north over SR 520 and is elevated on the through future operations analysis and site planning. northwest side of West Lake Sammamish Parkway, Because the facility could be located in the East Link and then turns northeast along the south side of Leary corridor, this Final EIS evaluates alternative sites but Way, crossing the Sammamish River on a new bridge does not identify a preferred facility location. This structure. The alternative then transitions to an at- facility would require approximately 10 to 15 acres of grade profile south of Bear Creek Parkway and turns land and would primarily serve the following southeast in the former BNSF Railway corridor to the functions: Redmond Town Center Station between 164th Avenue NE and 166th Avenue NE. The alternative continues Overnight and midday storage for approximately along the former BNSF Railway corridor, crosses over 40 to 50 vehicles Bear Creek on a bridge, and then transitions into a Carwashing facility for exterior vehicle cleaning retained-cut profile under SR 520 before terminating in an at-grade profile at the SE Redmond Station. Interior cleaning of light rail vehicles The SE Redmond terminus station includes a four- Daily service and inspection of revenue vehicles story park-and-ride facility in the industrial park adjacent to the former BNSF Railway corridor. A Corrective and preventive maintenance 1,600-foot-long tail track extends past the station for Maintenance of track facilities train layovers. There are two TPSSs for Alternative E4: one located adjacent to the route before approaching Operating offices West Lake Sammamish Parkway and another at the SE Light rail vehicle operator reporting and ready- Redmond Station. room areas Interim Termini in Segment E With East Link service to Overlake Transit Center as In Segment E, either the SE Redmond or the Downtown an interim terminus, overnight vehicle storage would Redmond Station for Preferred Alternative E2 or the be located at the tail tracks at the end of the line Redmond Town Center Station for Alternatives E1 or and/or in the storage track in the former BNSF E4 could become an interim terminus. Remaining Railway corridor described as part of Preferred stations in Segment E are considered to be the final Alternative D2A. Vehicle maintenance and repair terminus station for East Link. would remain at the existing Link Operations and 2.3.3 Maintenance Facility Alternatives Maintenance Facility in Seattle. Exhibit 2-49 illustrates a prototypical maintenance facility layout. Table 2-4 Sound Transit’s Link Operations and Maintenance describes the characteristics of the proposed Facility is located south of Downtown Seattle. A maintenance facilities. second storage and light maintenance facility would
EXHIBIT 2-49 Prototypical Layout of East Link Maintenance Facility East Link Project Final EIS 2-39 July 2011 Chapter 2 Alternatives Considered
corridor and would require a minor amount of cut and TABLE 2-4 Maintenance Facility Characteristics fill to create a flat area. SR 520 Maintenance Facility (MF3). MF3 is adjacent to Maintenance Access Facility Size Track the south side of the SR 520 right-of-way between (acres) (feet) roughly 130th Avenue NE and 135th Avenue NE.
MF1, NE 116th Maintenance Facility SE Redmond Maintenance Facility (MF5). MF5 has two possible locations. For the Redmond Way From Preferred NE 16th At-Grade 11.6 1,800 (D2A), NE 16th Elevated (D2E), and Alternative (E1), the maintenance facility would be NE 20th (D3) Alternative located southwest of the SR 520/SR 202 interchange From SR 520 Alternative (D5) 11.7 1,050 and would be accessed via an access track from the former BNSF Railway corridor. This site would MF2, BNSF Maintenance Facility require a moderate amount of cut and fill to create a From Preferred NE 16th At-Grade 12.3 1,600 flat area. (D2A), NE 16th Elevated (D2E), and NE 20th (D3) Alternative For Preferred Alternative E2 and Alternative E4, the maintenance facility would be located adjacent to the From SR 520 Alternative (D5) 14.7 1,500 former BNSF Railway corridor south of the SR 520/SR MF3, SR 520 Maintenance Facility 202 interchange. For Preferred Alternative E2, which does not enter the former BNSF Railway corridor in From NE 16th At-Grade (D2A) and 14.2 1,100 Elevated (D2E) Alternatives this area, an access track from the new park-and-ride facility south of SR 520 would access the maintenance From NE 20th Alternative (D3) 14.2 460 facility. These sites would require minimal to no From SR 520 Alternative (D5) 14.2 1,300 grading to create a flat area for operations. MF5, SE Redmond Maintenance Facility With any interim terminus station, a storage or tail
From Redmond Way Alternative 11.5 1,300 track would be built beyond the station. The preferred (E1) location is a storage track in the former BNSF Railway north of the Hospital Station. If such a feature were From Marymoor Alternative (E2) 14.9 1,000 built at an interim terminus station, the project might From Leary Way Alternative (E4) 14.9 800 also include up to 10 parking spaces for operators, and office/storage space for light maintenance activities
such as cleaning interiors of vehicles. There are four alternative maintenance facility sites, 2.3.4 Capital Equipment and Operations three in Segment D and one in Segment E. All the 2.3.4.1 Overhead Contact System route alternatives in Segment D were designed with Light rail vehicles are electrically powered by an access to any of its three alternative maintenance overhead contact system (commonly called an facilities; likewise, all Segment E alternatives could “overhead catenary system,” or OCS) (Exhibit 2-50). connect to the maintenance facility MF5. Exhibits 2-19 Support poles are typically located between the two and 2-20 show the potential maintenance facility tracks for at-grade and elevated profiles, except in locations in Segments D and E. Details are shown in special circumstances such as at stations, at crossover Exhibits 2-42 to 2-45 for the Segment D sites and in tracks, curves, and on the I–90 bridge. The support Exhibits 2-46 to 2-48 for the Segment E sites. As poles are between 15 and 23 feet high, and a zone clear described above, no preferred maintenance facility of vegetation is maintained within about 15 feet of the alternative has been identified. centerline of the tracks. Only on I–90, the OCS would 116th Avenue NE Maintenance Facility (MF1). MF1 is be supported either by two poles, one on each side of between 116th Avenue NE and the former BNSF the guideway, or by poles on one side. In tunnels, the Railway corridor. Constructing this facility would OCS is attached to the tunnel ceiling. Catenary poles require substantial cut and fill to create a flat area for are located approximately 200 feet apart. Two wires operations. (the messenger wire and the contact wire) are visible between each pole for each track, or four wires for two 124th Avenue NE Maintenance Facility (MF2). MF2 is tracks. between 120th Avenue NE and the former BNSF
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EXHIBIT 2-51 Traction Power Substation
are typically located at stations. The surface building enclosing the shaft would include an exhaust and intake in the roof, a fan room, and space for electrical and communications equipment. These may be integrated with the structures for vertical station access. Ventilation would also be provided at the tunnel portals by jet fans, including at the portals of existing I-90 tunnels used by light rail. 2.3.4.4 Tail Tracks and Crossover Tracks Tail tracks are tracks that extend past a terminus station far enough for temporary layover of one four- EXHIBIT 2-50 car train—typically 850 feet beyond the last station Overhead Catenary System platform. Tail tracks also enable trains to enter terminal stations at higher speeds because they 2.3.4.2 Traction Power Substations provide longer safe braking distances. These tracks Electric power for the trains would be provided from would be necessary at two locations as well as the the existing electrical grid through TPSSs. The TPSSs ultimate terminus station. If a tail track were built at are completely enclosed small metal buildings, about an interim terminus station, it may also include 20 feet by 60 feet in size, with an additional 10 to parking for operators and office/storage space for 20 feet required around each unit (Exhibit 2-51). They light maintenance activities such as cleaning interiors can be screened from view with a wall or fence. These of vehicles. electric substations would be installed at about 2-mile intervals. The purpose of the TPSS is to boost the Crossover tracks connect the two parallel tracks and power to the OCS. Automobile access is also required allow trains to pass safely from one track to the other for each TPSS. (Exhibit 2-52). Crossovers would be provided along the line to allow for scheduled maintenance that The locations of the TPSS are based on power requires removing one track from service during track distribution needs. While the approximate locations of maintenance, to bypass a stalled train, to turn to the TPSS are shown in the alternative maps in opposite direction, or to operate in the event of Exhibits 2-16 through 2-20, there is some flexibility in emergencies and blockages. the ultimate location of these facilities. When possible, they would be placed in the footprint of a light rail 2.3.4.5 Vehicles and Operations station or trackway, or adjacent to the track where Operation of the East Link system would be integrated remaining right-of-way is available. with the Central Link system and any future extensions north and south of Central Link. East Link 2.3.4.3 Tunnel Vents is planned to operate 20 hours per day Monday Ventilation structures provide emergency ventilation through Saturday and 18 hours per day on Sunday. and climate control for alternatives that are in a tunnel or are lidded. They require a set of vent shafts, which
East Link Project Final EIS 2-41 July 2011 Chapter 2 Alternatives Considered Service levels would vary during the day according to 2.4 Overview of Construction ridership demand. Table 2-5 shows the expected service schedule for weekdays based on 2030 ridership Approach forecasts. This section provides an overview of potential construction activities and timing. The overall period from start of construction to opening the light rail line would be about 7 years. Activities would include civil construction, systems installation, testing, and startup activities. During civil construction, site preparation, primary construction, and finish construction take place. Civil construction durations for the project would range from approximately 2 to 5 years in any given portion of the corridor. Activities would be most intense in the initial part of construction, with later years involving station and tunnel finishing, and systems installation. The major construction activities that could cause EXHIBIT 2-52 Crossover Tracks environmental impacts are as follows: Demolition (buildings, pavement) TABLE 2-5 Weekday Service Periods Clearing and vegetation removal Train Fill and excavation Service Frequency Service Period Time Period Level (minutes) Utility extensions, relocations, or disruptions Early morning 5:00 a.m. to 6:00 a.m. early/late 15 Drainage changes Morning peak 6:00 a.m. to 8:30 a.m. peak 7 Construction easements and staging area use Midday 8:30 a.m. to 3:00 p.m. base 10 Construction activity in or near a water body or Afternoon peak 3:00 p.m. to 6:30 p.m. peak 7 sensitive area Evening 6:30 p.m. to 10:00 p.m. base 10 Tunneling, including spoils removal and transport Evening late 10:00 p.m. to 1:00 a.m. early/late 15 night Elevated structure construction
Ground improvements such as stone columns Retaining wall construction Weekend and holiday service levels are based on early/late service levels, as shown in the table. Pile driving or auguring piles Conventional low-floor light rail vehicles would be Blasting (not likely) used to provide level boarding for all passengers and would be easily accessible by people with disabilities. Temporary partial or total road or lane closures Trains would operate with up to three cars during and detour routes peak and off-peak periods (see Appendix E, Operating Temporary, partial, or limited access Plan Summary), although the system is designed for, and could operate with, four-car trains. Building temporary vehicular and pedestrian detour routes 2.3.4.6 Crossing Gates and Bells Some at-grade crossings of existing roadways would Delivery of materials and equipment be controlled by traffic signals and/or crossing gates The following subsections provide a brief description as traffic volumes, track alignment, and train of the methods for each major construction operating speeds dictate. Crossing gates would component. include gate arms, flashing lights, and warning bells to warn of oncoming trains. Warning bells are electronic and sound as the gates are lowered and raised.
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2.4.1 Construction Sequence and such as station platforms, park-and-ride lots, transit Activities stations, and maintenance facilities. Construction of linear projects is typically divided into 2.4.2 Staging Areas and Construction various segments or line sections based on similarities Easements in configurations such as at-grade, elevated structures, Construction staging areas are needed before, during, tunnels, or retained-cut/fill sections. These segments and for a short time after construction work occurs. or line sections may include underground stations, Staging areas would be used for construction, park-and-ride facilities, station platforms, transit equipment storage, construction materials delivery centers, maintenance facilities, substation and signal and storage, demolition or spoils handling (in control facilities, and other related improvements. accordance with applicable regulations), contractor A work-specific construction plan would be trailers, access roads, and construction crew parking. developed during final design to establish the various At-grade, elevated, and retained cut-and-fill line construction phases and construction contracts, their sections would have construction staging areas along estimated schedule and duration, and appropriate the routes. Where roadway right-of-way does not sequencing. Where possible, construction activities already exist, generally a 50-foot to 100-foot total area would be coordinated with other capital improvement (including the route right-of-way) would be needed to projects being carried out by or permitted by the local construct the route. Contractors would generally use jurisdictions to help minimize construction impacts. the property in which the facility is being constructed and property that has been acquired for right-of-way Typical construction for surface, elevated, and cut- or other properties as negotiated by the contractor. and-cover tunnel guideways and stations would occur Additional property may be required for contractor on a 5- to 6-day work week schedule and would occur employee parking. Also, construction may require primarily between the hours of 7 a.m. and 10 p.m. In using one lane or even temporarily closing the road some locations (such as when street or freeway entirely for construction purposes. detours are involved and/or daytime construction periods need to be abbreviated to reduce impacts), In Segment A, construction of the East Link Project additional shifts, all-week, nighttime, or 24-hour would require a connection to the Central Link light construction activities could be necessary. Tunneling rail system in the Downtown Seattle Transit Tunnel at contractors typically work extended periods when the International District/Chinatown Station. Sound using large and expensive tunneling equipment such Transit would plan and coordinate construction as a tunnel boring machine. A typical operating activities related to building this connection to regime is two 10-hour shifts each weekday with minimize the effect on the operation of the Central 4 hours overnight for maintenance and repair. Bored Link system and bus operations. East Link Project tunneling operations could take place 24 hours per construction would also require long-term closures of day from 5 to 7 days per week. the D2 Bridge and Roadway. Buses and other vehicles that currently use the D2 Roadway would be rerouted Surface hauling operations do not need to be on the during the active construction period. same daily working schedule as tunneling operations as long as there is sufficient spoils storage area in the Because the Downtown Bellevue area is densely construction staging areas. Excess excavated material urbanized, Segment C staging areas have been would be removed and hauled to a permitted disposal identified in order to determine associated potential site. Truck hauling would require a loading area, impacts. Furthermore, Alternatives C2T and C3T staging space for trucks awaiting loading, and involve a bored tunnel, which would require provisions to prevent tracking soil on public streets. approximately 4 to 6 acres immediately adjacent to Truck haul routes would require approval by local each tunnel portal to support tunneling activities. In jurisdictions. This would allow surface hauling addition to the activities stated above, tunnel staging activities to occur in off-peak periods if necessary, to areas may include many of the following activities: be concentrated during daytime periods to minimize Stockpile, load, and haul tunnel spoils potential impacts from noise on sensitive receptors such as residences, or to avoid peak traffic periods. Receive and stockpile precast tunnel liners; Following excavation and completion of structures, Assemble the tunnel boring machine and other the next phase of construction would include track boring/mining equipment work, at-grade system facilities, and other facilities Assemble slurry wall equipment, a shotcrete plant, or a concrete batch plant
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Collect, store, and discharge construction water of retained cuts and fills may include demolition of and groundwater existing structures, clearing and grading, utility relocation, construction of temporary access roads, Following construction, staging sites may be and temporary traffic detours and lane closures. redeveloped consistent with the current zoning. Depending on the depth of the retained cut and Exhibits 2-53 to 2-62 show the staging locations and groundwater conditions, dewatering may be necessary construction methods for each alternative in during construction. Fill material for retained fill Segment C. Construction easements are temporary use construction would be delivered to the site by truck. of property during construction and would be Retained fill structures may require ground required in numerous locations along the route. In improvement, depending on the ability of existing undeveloped land areas, 50- to 100-foot easements soils to support the increased loads. Reconstruction of would be necessary to maneuver equipment and streets, sidewalks, and other existing facilities may materials along the corridor during construction. also be necessary, depending on the final alignment Where the project has limited acquisitions on either and profile of the retained cut or retained fill. side, construction activities may require narrow temporary easements from adjacent properties. 2.4.5 Elevated Light Rail Construction Following construction, easements would be restored Similar to construction of at-grade trackway, similar to preconstruction conditions. construction of elevated guideway would involve Where the project would partially or fully close streets, demolition, clearing, grading, relocating utilities, and traffic would need to be rerouted via detours so preparing necessary construction access. A temporary construction could proceed in an efficient and timely construction road would typically be built when manner while still maintaining access to existing constructing an elevated guideway in undeveloped businesses and residences. Traffic closures or detours areas or where access is not available from existing would require approval by local jurisdictions and/or roads (primarily in parts of Segments B and D). An WSDOT. elevated guideway can have vegetation under and around it, although there would be a tree-clear zone 2.4.3 At-Grade Light Rail Construction within 14 feet of the closest track centerline. Construction methods and impacts would be similar Constructing an elevated guideway within existing to those associated with typical road construction. street right-of-way may cause temporary closure of Utilities may be relocated first. Shallow, near-surface some traffic lanes and require detours. excavations would be required to construct the Elevated guideways and stations for light rail, similar subgrade and track and station platform slabs for at- to structures such as highway bridges, are generally grade segments. Within road segments or paved areas, reinforced concrete, steel, or combinations of both. pavement would be removed first. In areas where Construction would begin with preparation work to access is not available from existing roads, a build foundations that may consist of shallow spread temporary construction road would be built. During footings, deep-driven or augured piles, or drilled the grading phase, the contractors would install shafts. Once foundations are in place, concrete culverts or other permanent drainage structures and columns would be constructed. The elevated below-grade light rail infrastructure. Underground superstructure may be steel, cast-in-place concrete, utility work may require temporary steel plates in the pre-cast concrete, or segmental. If steel and/or cast-in- roadway and temporary lane closures. Where in-street place concrete is used, false-work would be required track is proposed within existing or expanded street to support the superstructure while the cast concrete right-of-way, grading would likely be minimal, but gains enough strength during curing to support itself extensive reconstruction of streets, sidewalks, and or while the steel beams are joined through welding or other existing facilities may occur. bolting. If the elevated guideway is close to or within 2.4.4 Retained Cut and Retained Fill the roadway, the false-work would require temporary Light Rail Construction lane closures and traffic detours until a sufficient portion of the elevated structure is complete. Construction of retained cut and retained fill trackway Segmental construction can be built without false- would be similar to construction of at-grade trackway, work between the columns. Some short-term, partial but may be more intensive and of longer duration due to full street closures may be required to accommodate to the need to construct retaining walls. Construction segmental construction activities.
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EXHIBIT 2-53 EXHIBIT 2-54 Preferred Alternative C11A Construction Staging Areas Preferred Alternative C9T Construction Staging Areas
EXHIBIT 2-55 EXHIBIT 2-56 Alternative C1T Construction Staging Areas Alternative C2T Construction Staging Areas
East Link Project Final EIS 2-45 July 2011 Chapter 2 Alternatives Considered
EXHIBIT 2-58 EXHIBIT 2-57 Alternative C4A Construction Staging Areas Alternative C3T Construction Staging Areas
EXHIBIT 2-59 EXHIBIT 2-60 Alternative C7E Construction Staging Areas Alternative C8E Construction Staging Areas
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EXHIBIT 2-61 EXHIBIT 2-62 Alternative C9A Construction Staging Areas Alternative C14E Construction Staging Areas
2.4.6 Below-Grade Light Rail method). In flatter areas, an access shaft must first be excavated. Once a portal or shaft is dug, the mining Construction equipment, such as a tunnel boring machine, can Tunnel and underground station construction may begin excavating earth. The resulting excavated include cut-and-cover, tunnel-boring, and/or materials (spoils) are transported to the shaft or portal sequential excavation mining methods. Exhibits 2-54 for stockpiling and/or hauling. to 2-57 illustrate which technique is planned for each The type of tunnel boring machine used depends on of the tunnel alternatives. In general, cut-and-cover geological conditions. Some tunnel boring machines techniques would be used for all stations, where are supported by a small supply train that brings in tunnels are too short to justify boring, where tunnel materials and takes out the excavated spoils. depths are shallow, and where tunneling may Conveyors or pipes can also be used to bring out the encounter soil nails or tie-backs from adjacent spoils, depending on the machine type. underground parking garages and deep building foundations. Tunneling areas could require some form Sequential excavation mining consists of the of soil stabilization ahead of tunneling operations. excavation of a tunnel by many smaller but defined Potential methods include jet grouting, ground steps. This technique can use conventional excavation freezing, rock displacement, or a combination of these. equipment or a rapid excavation machine rather than These methods are often performed from the surface. a tunnel boring machine. Sequential excavation is Operations entail grout storage, grout mixing, cleanup slower and more expensive than using a boring facilities, noise suppression enclosures, and other machine. environmental considerations. The need for fresh air requires that a mechanical Mining is done through two techniques: using a ventilation system and fans be in place during mined tunnel boring machine or sequential excavation. construction. Fans may run for 24 hours a day and Mined construction begins with construction of an could be audible at tunnel portals, stations, or access access portal. On hillsides, the access portal can be dug locations. directly into the hillside (using the cut-and-cover
East Link Project Final EIS 2-47 July 2011 Chapter 2 Alternatives Considered
Cut-and-cover stations (like cut-and-cover tunnel avoid environmental impacts. Where adverse impacts segments) would be excavated from the surface and could not be avoided at this stage of design, the are essentially large retained cuts. Utilities must be environmental analysis includes potential mitigation temporarily or permanently diverted or supported measures to reduce the overall impacts (see Chapter 3, across the excavation. The excavation may be decked Transportation Environment and Consequences, and over at the street level to allow traffic to continue once Chapter 4, Affected Environment and Environmental the excavation is deep enough (10 to 15 feet) to allow Consequences). earthmoving equipment below. Openings in the This Final EIS identifies many potential measures to decking or bridge are needed to allow removal of the mitigate the adverse impacts of the project excavated material. Cut-and-cover work also requires alternatives. Sound Transit has committed to some backfill following tunnel construction. This work measures as part of the project; other potential requires the use of material that is imported from measures are noted that might reduce or eliminate other sites or suitable material from the excavation. impacts. Mitigation measures will be refined through For underground construction, it is often necessary to final design and permitting. The Record of Decision install dewatering facilities. Dewatering can be (ROD) for East Link will be issued after the Final EIS accomplished by a number of mechanical methods, and will include a list of committed mitigation including sumps, pumps, and dewatering wells. These measures for the project to be built. Appendix I systems require that water be pumped to the surface contains a preliminary description of mitigation and discharged or stored or recharged into the commitments for the Preferred Alternative. Once an ground. Discharge would follow the National alternative is selected to be built, mitigation Pollutant Discharge Elimination System (NPDES) commitments will be finalized and documented in the regulations enforced by the Washington State NEPA Record of Decision. Department of Ecology (Ecology). In 2004, Sound Transit launched an environmental 2.5 Environmental Commitments sustainability program to integrate sustainable business practices throughout the agency. The Sound Transit is committed to restoring and program called for annually setting and meeting enhancing the environment. From the agency’s measurable targets for fuel consumption, vehicle inception, Sound Transit has made every effort to emissions, ecosystem protection, “green” avoid impacts on the environment on all of its procurement, recycling and waste prevention, energy projects. Sound Transit is committed to satisfying all and water conservation, sustainable design and applicable federal, state, and local environmental building, and education and awareness programs, regulations and to mitigate significant adverse among others. The East Link Project selected to be environmental project impacts responsibly and built will be refined during final design. Throughout reasonably, consistent with Sound Transit policies and final design, Sound Transit will continue to applicable regulations. In addition to meeting incorporate sustainable design measures into the East environmental commitments, Sound Transit would Link Project. continue to avoid and minimize impacts where possible. 2.6 Estimated Project Costs and Adjustments have been made during conceptual Funding design to avoid or minimize impacts. Following the The current level of project design includes identification of alternatives for study in this EIS, uncertainties regarding the project scope, engineering continual community outreach, workshops, and data, mitigation requirements, schedule, and project detailed studies were conducted to receive input from delivery methods. Therefore, the project cost estimates community members and stakeholders and hear their at this stage are conceptual costs. These estimates concerns about the alternatives, so that designs might focus on the project elements that are defined be made sensitive to community facilities. In addition, consistently across alternatives, that capture the as environmental impact information was developed, essential physical features of alternatives, and that it informed the decision-making on the alternative help distinguish alternatives from one another. The designs. Minimization and avoidance measures have project cost estimates include the following cost been considered for all elements of the environment in elements: the EIS. Sometimes it is impossible to completely
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. Construction costs for facilities, including the trackway/guideway, stations, maintenance facilities and associated improvements, and anticipated mitigation requirements . Contingencies that address the varying levels of uncertainty and construction risk that have been identified for alternatives . Right-of-way acquisition costs, including tunnel and temporary construction easements . Costs for design, permitting, agency administration, and program management In addition, costs for construction change orders, unallocated EXHIBIT 2-63 contingency, and project reserve were Overall Project Cost Range estimated as a percentage of the above estimates. Project reserve is an EXHIBIT 2-63 additional contingency intended to Overall Project Cost Range cover unforeseen cost impacts. The assignment and allocation of project reserve requires just under $2 billion with reserve. In comparison, the approval by a two-thirds (super) majority of the high-cost shortened project would be approximately Sound Transit Board. Sound Transit has updated $2.4 to $2.8 billion with reserve, whereas the low-cost revenue forecasts to reflect the effects of the recession. shortened project would be approximately $1.5 to $1.8 The 2010 revenue forecasts lower available funds over billion with reserve. the life of the ST2 period by an estimated 25 percent. Ending at the Overlake Transit Center—the Consequently, Sound Transit is now managing easternmost station of Segment D—the high-cost projects to the base cost estimates without project project would increase to $3.1 to $3.6 billion with reserve. The comparative costs presented in this Final reserve, whereas the preferred tunnel project would be EIS reflect a range, with the low end being the base $2.6 billion or $3.1 billion with reserve. The preferred cost estimates and the high end including a project at-grade project would be approximately $2.3 to $2.7 reserve. The range reflects the risk that final project billion with reserve compared to the low-cost project costs could still exceed the base project estimate. of about $1.9 to $2.4 billion with reserve to the Overlake Transit Center. While the biggest difference The East Link Project would be a composite of one is whether or not Segment C includes a tunnel, other alternative from each segment. Exhibit 2-63 shows a factors influence the cost range, such as whether both comparison of project cost for the composite of the 120th and the 130th stations are built and whether alternatives from Segment A through Segment E. It portions of the route are primarily at-grade or illustrates the lowest possible cost combination, the elevated. The cost estimates by segment are presented highest possible cost combination, and then the two in Section 2.6.2 after the funding discussion in variations in the Preferred Alternatives—with and Section 2.6.1. without a tunnel in Segment C, Downtown Bellevue. The high cost includes a tunnel alternative in Segment 2.6.1 Funding C, and the low cost includes an elevated alternative in Sound Transit's regional transit programs are typically Downtown Bellevue. funded through a combination of voter-approved tax If the project were only built to the Hospital or initiatives, FTA grants, issuing bonds, and fare box Ashwood/Hospital Station (east end of Segment C), revenue. Sound Transit projects are in large part the preferred alternative tunnel would be funded through taxes collected in a three-county approximately $1.9 billion or $2.3 billion with reserve, district. In November 2008, voters approved a and the preferred alternative at-grade would be $1.7 to proposition known as the Mass Transit Expansion
East Link Project Final EIS 2-49 July 2011 Chapter 2 Alternatives Considered proposal, authorizing Sound Transit to impose an additional five-tenths of one percent sales and use tax and use existing taxes to fund the local share of ST2. The East Link Light Rail Transit Project is included in ST2, which was adopted by the Sound Transit Board on July 24, 2008. The ST2 funds construction and operation of the portion of the East Link Project from Seattle to the Overlake Transit Center Station (Segments A through D). ST2 provides funding for an at-grade or elevated alternative through Downtown Bellevue (Segment C). If the Sound Transit Board selects a tunnel alternative in this segment, additional funding sources would be required. ST2 includes environmental review but not construction for Segment E from the Overlake Transit Center Station to downtown Redmond. The Sound Transit District has five designated subareas: Snohomish County, North King County, South King County, East King County, and Pierce EXHIBIT 2-64 County. According to current Sound Transit policy, Segment A Cost Estimate revenues from taxes collected in each of the five subareas must generally be spent for projects and services that benefit the local subarea providing the The preferred alternative that includes joint light rail funding. The project would use revenues from the and bus operation on the D2 Roadway would cost North King County and East King County subareas. $16 million to $18 million more than the exclusive The Rainier Station would be funded from revenues operation design option. The only other design option from North King County, and funding for the majority consideration for Preferred Alternative A1 is a possible of the project would come from the East King County pedestrian bridge to the Mercer Island Station instead Subarea. of access off 77th Avenue SE. The pedestrian bridge option would require approximately $6 million more 2.6.2 Project Cost Estimates than the preferred station option with access from The following subsections describe the range of cost 77th Avenue SE. estimates by segment to help compare alternatives that 2.6.2.2 Segment B serve similar ridership markets. The cost of the Segment B alternatives ranges from 2.6.2.1 Segment A approximately $355 million to $590 million with Preferred Alternative A1 is located exclusively within reserve (Exhibit 2-65). The Bellevue Way Alternative WSDOT and City of Seattle rights-of-way. The range (B1) is the lowest cost, primarily because it is for Preferred Alternative A1 falls between $635 million completely at-grade. However, to accommodate without project reserve to up to $750 million (Exhibit WSDOT’s requirement to maintain both HOV ramps 2-64) with project reserve and joint bus-rail operations at the I-90/Bellevue way interchange, Alternative B1 between Downtown Seattle and Rainier Avenue. The would need design revisions that would add I–90 Two-Way Transit and HOV Operations Project is approximately $63 million. The next lowest cost not part of East Link and is funded separately. The alternative is 112th SE At-Grade (B2A) followed by cost for the project to use the I-90 center roadway is Preferred 112th SE Modified Alternative (B2M). The addressed in a term sheet between WSDOT and Sound Preferred Alternative cost range is between $470 million Transit. Sound Transit will receive credit toward a without reserve to $550 million with project reserve. center roadway lease for its funding contributions to Preferred Alternative B2M would result in lower costs in the I-90 Two-Way Transit and HOV Operations Segment C connecting to Preferred Alternatives C11A or Project. While the lease amount is not yet finalized, C9T than the 112th SE Bypass (B3) or BNSF (B7) the term sheet anticipates that Sound Transit’s funding Alternatives because the route continues north along of the HOV project will fully offset the cost of the I-90 112th Avenue SE at-grade while B3 and B7 are Center Roadway lease. elevated and longer as they continue into downtown.
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The difference in cost of Preferred Alternative B2M as compared with the less expensive Alternative B2A is primarily due to lidded retained cut in front of the Winters House. Alternative B7 is the most expensive of any Segment B alternative and ranges from $515 to $590 million with and without a project reserve (Exhibit 2-65). Alternative B7 is longer than the other alternatives, includes a new bridge over the Mercer Slough, and constructs a new park-and-ride rather than expanding the existing South Bellevue Park-and-Ride. The former BNSF Railway corridor also accommodates possible future freight rail or a pedestrian and bicycle trail to be built and funded by others. B3 - 114th Extension EXHIBIT 2-65 Design Option adds approximately Segment B Cost Estimate $70 to 80 million to Alternative B3, making it comparable to BNSF Alternative (B7). The difference is approximately $100 million for C9T. The primary reasons for this high cost are both these Bellevue Way Tunnel Alternative (C1T) has only one alternatives are longer than the others and they are connection from Segment B—Alternative B1—and primarily elevated. therefore has no range in project costs (other than project reserve) and remains the highest-cost Segment Finally, to accommodate WSDOT’s requirement to C alternative. The 110th NE Elevated (C8E) and 114th maintain the east-to-northbound HOV ramp from I-90 NE Elevated (C14E) Alternatives connect only to to Bellevue Way, the non-preferred Segment B Alternatives B3 and B7. alternatives that use Bellevue Way (Alternatives B2A, B2E, and B3) would cost an additional $23 million to Preferred Alternative C9T from B2M, which is estimated reconfigure the ramp. This is not reflected in the costs to range between $790 million without project reserve as discussed above. and $910 million with project reserve, is still substantially less than the cost of the other tunnel 2.6.2.3 Segment C alternatives that range from $970 to $1,615 million. Segment C alternatives range from $435 million Preferred Alternative C11A is $555 million without without project reserve to $1,615 million with project project reserve and $635 million with project reserve. reserve. Segment C alternative cost estimates have the While the 112th NE Elevated (C7E) and the 114th NE greatest cost range among the alternatives due to the Elevated (C14E) Alternatives are elevated, they are inclusion of at-grade, elevated, and tunnel profiles shorter and have lower property acquisition and (Exhibit 2-66). The most costly profile is a tunnel. The utility relocation costs and therefore still result in a at-grade and elevated alternatives have similar costs in lower overall cost estimate than Preferred Alternative this segment due to the amount of utility relocation for C11A. The 110th NE At-Grade Alternative (C9A) is at-grade profile in Segment C. The lowest cost comparable to C11A, but shorter in length and avoids alternative is 112th NE Elevated Alternative (C7E) rebuilding the Bellevue Transit Center and therefore because it is the shortest route and is primarily costs less by approximately $100 million with and $90 elevated. million without project reserve. In addition, there are two options for the Ashwood/Hospital Station, either The cost range also includes the impacts of Segment B over I-405 for Alternative C8E or east of I-405 for connections. Preferred 108th NE At-Grade (C11A) or Alternative C3T, C4A, or C7E. The less expensive of Preferred 110th NE Tunnel (C9T) Alternatives would be the two options is the station east of I-405 because of the lowest cost connection to Preferred Alternative B2M. either less property acquisition or lower construction For C11A, the B3 and B7 connectors are approximately difficulty. The station located over I-405 includes an $50 million more than the B2M connector, whereas the
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EXHIBIT 2-66 Segment C Cost Estimate additional 25 percent cost ($12 million) for construction over I-405. As shown in Table 2-6, the total cost of combining Segment B with Segment C alternatives provides another cost comparison. The combined cost in Table 2-6 of Segment B alternatives with Segment C alternatives reflects only the low and high cost with project reserve relative to that unique combination, whereas the low and the high costs presented in the preceding bar graphs reflect the cost range for each alternative with any of the possible combinations. Some of the cost savings in Segment B are lost when connecting to Segment C. For instance, Alternative B1 is the least expensive in Segment B, but when combined with C1T, they collectively become the most expensive combination. For Preferred Alternative C9T, the cost difference connecting to B2M is $45 to $140 million less than connecting to B3 or B7, respectively, whereas for Preferred Alternative C11A, connecting from B2M and B3 are similar but connecting from B7 would be $90 million more. Generally, the Segment C EXHIBIT 2-67 alternatives cost less when connecting from the Segment D Cost Estimate alternatives that travel up 112th Avenue SE because they are shorter and on average, the connection from Although some of the Segment B to C alternative th B7 is $100 million more than connections from 112 combinations presented in Table 2-6 are not directly Avenue NE connectors. The exception is the B2A studied in the EIS, they are possible, and therefore, connector for both the 106th NE Tunnel (C2T) and costs are provided to complete the comparison. 108th NE Tunnel (C3T) alternatives. The B2A connection through the King County District Court 2.6.2.4 Segment D House site is the most costly (between $85 and The Segment D alternatives range from approximately $140 million more than the least costly connector $470 million without project reserve to $875 million because it extends these tunnels further south). with reserve (Exhibit 2-67).
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TABLE 2-6 Total Costs of Combining Segment B and C Alternatives a ($ millions 2007 dollars)
Preferred 112th SE Bellevue 112th SE At- 112th SE 112th SE Modified Way Grade Elevated Bypass BNSF Alternative Alternative Alternative Alternative Alternative Alternative Alternative (B2M) (B1) (B2A) (B2E) (B3) (B7)
Preferred 108th NE At-Grade $1,020 to b $940 to $995 to $1,020 to $1,110 to NA c c Alternative (C11A) $1,170 1,080 $1,145 $1,260 $1,280
Preferred 110th NE Tunnel Alternative $1,270 to b $1,180 to 1,235 to $1,315 to $1,405 to N/A c c (C9T) $1,460 1,355 1,420 $1,595 $1,615
$1,760 to Bellevue Way Tunnel Alternative (C1T) N/Ab N/Ab N/Ab N/Ab N/Ab $2,020
$1,575 to $1,565 to $1,540 to $1,640 to 106th Tunnel Alternative (C2T) N/Ab N/Ab $1,810 $1,795 $1,770 $1,885
$1,480 to $1,415 to $1,450 to $1,560 to 108th Tunnel Alternative (C3T) N/Ab N/Ab $1,705 $1,630 $1,670 $1,795
$935 to $975 to $1,035 to $1,125 to Couplet Alternative (C4A) N/Ab N/Ab $1,075 $1,120 $1,195 $1,295
$880 to $945 to $1,035 to 112th NE Elevated Alternative (C7E) N/Ab N/Ab $850 to $975 $1,010 $1,085 $1,190
$1,040 to $1,125 to 110th NE Elevated Alternative (C8E) N/Ab N/Ab N/Ab N/Ab $1,195 $1,295
b b c $905 to $985 to $1,070 to 110th NE At-Grade Alternative (C9A) N/A N/A $850 to $980 b $1,045 $1,135 1,230
114th Avenue NE Elevated Alternative $925 to $1,015 to N/Ab N/Ab N/Ab N/Ab (C14E) $1,145 $1,165 a Range reflects both project cost reserves and options unique to each combination of alternatives. b These Segment B-C alternative combinations are not possible. c Although these Segment B-C alternative combinations are not directly studied in the EIS, they are possible, and therefore, costs are provided.
The design options for Preferred NE 16th At-Grade For the connection options to Segment C, property Alternative (D2A) fall within the same range— $670 acquisition is the primary factor in the cost difference million without reserve to $765 million with project between the NE 12th Street connector (from C3T, C4A, reserve. Preferred Alternative D2A is less expensive C7E, or C8E) versus the former BNSF Railway overall than the Alternative D2A - NE 24th Design connector (from C11A, C9T, C1T, C2T, C9A, or C14E). Option because remaining along SR 520 and The former BNSF Railway connector would cost up to positioning the Overlake Village Station adjacent to SR 7 percent more than the NE 12th Street connector for 520 as opposed to traveling along the north side of NE all Segment D alternatives except for Alternative D5, 24th Street and the west side of 152nd Avenue NE for which the BNSF connector would be as much as 5 results in a savings of up to $50 million (or close to a percent less than the NE 12th Street connector. 10 percent savings). The savings is a result of fewer Alternative D5 also has two design options on the east real estate acquisitions and shorter linear miles of light end of Segment D, which account for less than a rail track compared to traveling on NE 24th Street and $3 million difference in the estimate. 152nd Avenue NE. There is relatively little difference For the alternatives following NE 15/16th Street in cost among Segment D alternatives, with one Corridor, either the 120th or 130th Station may be built, exception. The SR 520 Alternative (D5) is the lowest or both. For Preferred Alternative D2A or Alternative D3, because it avoids the construction of two stations, the a single station rather than both stations would reduce 120th and 130th stations. Preferred Alternative D2A is the overall project costs by almost $11 million. For the somewhat lower in cost than the remaining NE 16th Elevated Alternative (D2E), the cost reduction alternatives because an at-grade profile can be less would be approximately $47 million because an elevated expensive than elevated and retained-cut profiles. station is more costly.
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2.6.2.5 Segment E Exhibit 2-68 shows the costs range in Segment E and highlights the Preferred Marymoor Alternative (E2) cost estimate. Segment E alternatives range from $505 million without project reserve to $795 million with project reserve. The Segment E alternatives have many portions of their routes in common. The differences lie in how they serve Downtown Redmond. Preferred Alternative E2 costs among the lowest of the Segment E alternatives at a projected $555 million without reserve to $635 million with project reserve. Adding the Redmond Transit Center Design Option onto Alternative E2 would increase this cost by approximately $150 million. E2 - Redmond Transit Center Station Design Option is the most expensive alternative because it has the longest route with an additional station and is the only alternative with right-of-way costs along 161st Avenue NE. However, when considering Preferred Alternative E2 (without E2 - Redmond Transit Center Design Option), then Preferred Alternative E2 and Alternative E4 are both somewhat equal in being the lowest cost alternatives. EXHIBIT 2-68 Segment E Cost Estimate One important design consideration is where all alternatives cross the SR 520/SR 202 interchange and Bear Creek. The Redmond Way Alternative (E1) is elevated over both Bear Creek and the SR 520/SR 202 interchange. This option is approximately $11 million more than passing under the SR 520/SR 202 interchange in a retained cut and then crossing over Bear Creek, as the other two alternatives do. The range in Segment E costs is shown in Exhibit 2-68. 2.6.2.6 Maintenance Facilities The range in maintenance facility costs is shown in Exhibit 2-69. The 116th Maintenance Facility (MF1) would be the most expensive alternative due to the amount of excavation required to create a level site, ranging from approximately $430 million without project reserve to $465 million with reserve. The variation of cost for the maintenance facility is influenced by the alternative connections. EXHIBIT 2-69 Simply stated, the longer the access track from Maintenance Facilities Cost Estimate the alternative to the maintenance facility, the costs, with MF5 the least expensive due to slightly higher the associated costs. lower right-of-way costs. The BNSF Maintenance Facility (MF2), at The SR 520 Maintenance Facility (MF3) would have approximately $310 million to $315 million with higher site development costs than either MF2 or MF5, project reserve, and the SE Redmond Maintenance but lower costs than MF1. MF1 and MF3 would be the Facility (MF5), between $240 million without project least expensive for Alternative D5 connection, whereas reserve and $280 million with reserve, would be the MF2 would be slightly less expensive for all other lowest cost alternatives due to lower site development
2-54 East Link Project Final EIS July 2011 Chapter 2 Alternatives Considered
Segment D alternatives. MF5 would have the lowest 2.7.2 Federal Approval cost with connection from Alternative E1. FTA will issue a decision document referred to as the 2.6.2.7 Operating and Maintenance Costs federal Record of Design (ROD). The ROD states Operating and maintenance costs for the East Link FTA’s decision on the project, identifies the Project were estimated based on the estimates alternatives considered by FTA in reaching its developed for the ST2 adopted in July 2008. East Link decision, and itemizes Sound Transit’s commitments operating costs are the annual system operating costs to mitigate project impacts. Issuance of the ROD for the completed light rail system in the ST2 as completes the NEPA process and is a prerequisite for allocated to the East Link extension from Seattle. The federal funding or approvals. light rail system operating costs are based on a labor 2.7.3 Project Schedule build-up model of a type used for FTA New Starts cost estimates; it was calibrated to the relatively well- Table 2-7 shows the anticipated schedule milestones established operating and maintenance costs for the for the East Link Project. The length of time for the Link Initial Segment under the existing agreements project would depend on available funds and with King County. construction costs. The East Link Project is included in the ST2. The ST2 funds construction and operation of The major determinants of operating costs are service the portion of the East Link Project from Seattle to the levels, running time, and trackway profile. The more Overlake Transit Center. frequent the service and the longer the line, the more Sound Transit anticipates beginning construction on vehicles it takes to maintain equivalent headways. the East Link Project in 2015, and construction from Shorter alternatives with fewer stations have lower Seattle to Overlake would be completed in operating costs. In terms of line and station approximately 6 years, followed by approximately maintenance, at-grade is the lowest cost, elevated the 1 year of startup and testing activities. Sound Transit next highest, and tunnels the highest. anticipates that service would be provided to Overlake The ST2 estimated annual operating cost for the East by 2022 or 2023. Link alternatives from Seattle to the Overlake Transit 2.7.4 Benefits and Disadvantages of Center Station is $25 million (2007$) for 2030 (ST2, Delaying Project Implementation Appendix C). An additional $6 million annual operating cost is estimated for Segment E, for a total As required by SEPA (Washington Administrative estimated annual operating cost for the entire East Code 197-11-440(5)(c)), this section discusses the Link Project of about $31 million. These estimates TABLE 2-7 will be refined as the project definition evolves Project Milestones and detailed operating plans are developed. 2.7 Next Steps and Schedule 2.7.1 Project Decision After the Final EIS has been issued, the Sound Transit Board will make a final decision on the project alternative to be built, amending or confirming the Preferred Alternative identified in the this Final EIS. In addition, a second light rail storage and light maintenance facility was funded as part of ST2 to support systemwide expansion, including East Link. The location of this facility will be determined through operations analysis and future site planning which will consider locations throughout the Sound Transit service area. This future analysis would also include additional environmental review of the potential maintenance facility whether located at one of the sites evaluated in the East Link EIS or in another part of the service area.
East Link Project Final EIS 2-55 July 2011 Chapter 2 Alternatives Considered benefits and disadvantages of reserving for some Implementing the East Link Project would increase future time the implementation of the proposed person capacity on I–90 and reduce travel time during project, as compared with possible approval at this peak hours, particularly in the reverse peak direction. time. The primary benefit to delaying the project This would provide a benefit not only to the overall would be to postpone impacts associated with project performance and mobility of I-90 but also to the key construction. Also, during project delays, planned urban centers of Seattle, Bellevue, Overlake, and transit-oriented development along the project Redmond. If this project is delayed, this benefit would corridor may be further developed to benefit transit not be realized nor would the associated benefits of ridership. improved freight movement, reduced pollutants affecting air quality and global climate change, and the There are several disadvantages of delaying overall reduction of energy consumption by travelers implementation of all or part of the project. The between Seattle and Redmond. Delays would limit primary disadvantage of delaying the project would economic development as influenced by the be the inability to realize a major component of the movement of people and goods and the lost region’s long-range plans for managing growth and opportunity of linking neighborhoods and the primary transportation, and the benefits that result from those Puget Sound regional employment centers. Also, plans, such as increased mobility, more compact developments in the project vicinity could preclude development, and a reduction in greenhouse gas elements of the project or make it more difficult, and emissions. PSRC and Sound Transit have studied costly. many times the increasing congestion in the cross-lake corridor and determined that light rail to the Eastside The potential funding implications associated with is needed. In anticipation, local jurisdictions are delaying the project could result in delays in project meeting land use density objectives established in construction, which could result in higher construction Transportation 2040 (PSRC, 2010), which established costs due to inflation in future years. Delays would be long-range growth management, economic, and likely to increase overall project and right-of-way transportation strategies. Bellevue and Redmond have costs. If an interim terminus is built but the rest of the adopted transit-oriented development plans in the Bel- project is delayed, impacts at the terminus station Red and Overlake corridor in anticipation of East could increase, and costs for the overall project could Link. They have conducted feasibility studies that increase. However, delaying all portions of the project indicate the market forces that support dense, mixed- until the entire project could be funded would delay use development. Delays to East Link could change the transportation improvements and other benefits development patterns, leading to less dense that would be provided by that first interim segment. development and lost opportunity. A substantial delay in implementing East Link would inhibit the ability of the region to accommodate growth as planned.
2-56 East Link Project Final EIS July 2011